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Scott Pommier shooting my friend Stacie B. London for –SHUTTER SPEED– image courtesy of camerabag.tv
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Showing posts with label Bmw. Show all posts
Showing posts with label Bmw. Show all posts
Thursday, 9 June 2011
Stacie B. London by Scott Pommier
Scott Pommier shooting my friend Stacie B. London for –SHUTTER SPEED– image courtesy of camerabag.tv
Thursday, 24 February 2011
WISH LIST
OK, Christmas is passed away, but for the next year I need to show my personal Wish List
Santa Klaus is informed
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| My dream bike for a night show |
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| Maybe bette in silver-black stripe |
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| Why not a bike for a Cape Horn ride ? |
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| Maybe better with vintage wheels |
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| And something to play with ? |
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| To play is also good this |
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| But this is more funny |
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| Nice ! |
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| Something for a tour with the family ? |
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| Military green,the best color for RE |
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| But a special on Guzzi base, is still a dream |
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| Especially on Mans |
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| But maybe one day I would like to make a ride on circuit |
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| And this one ? Why not ? |
Tuesday, 1 February 2011
BMW CAFE RACER
Recently more and more popular, everywere I go I see some old BMW restyled and refurbished to a new stunning cafè racer.
The power sensation that comes out of those two cyclinders is impressive. Even if they seem to me always a little too heavy, I am sure they would be very nice to ride.
Wednesday, 10 November 2010
Butler and Smith leather bags
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These bags were supplied by Butler and Smith for both the /2 and /5 series. Only the mounts were different. The leather was very thick and stiff. The mounts were well known to break, but that was mostly because they were overloaded. They were not highly waterproof and users would wrap the contents in plastic bags. They were probably the least expensive bags one could buy for a BMW. The 1971 parts book shows two sizes of leather bags and no Krauser bags.
These bags came in slightly different shapes and got distorted by use. I think that over time, different contractors made them for motorcycles and they were imported by Butler and Smith.
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This is a collection of photos and information from BMW riders and collectors.
These bags were supplied by Butler and Smith for both the /2 and /5 series. Only the mounts were different. The leather was very thick and stiff. The mounts were well known to break, but that was mostly because they were overloaded. They were not highly waterproof and users would wrap the contents in plastic bags. They were probably the least expensive bags one could buy for a BMW. The 1971 parts book shows two sizes of leather bags and no Krauser bags.
These bags came in slightly different shapes and got distorted by use. I think that over time, different contractors made them for motorcycles and they were imported by Butler and Smith.
via : http://w6rec.com
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Monday, 26 July 2010
BMW R100/7 scrambler
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via : the Bike Exif
Even the stateliest grand tourer can be turned into a scrambler. This example is a 1977 BMW R100/7 owned by Frank, from Kandel in Germany. He bought the bike in 1983, with just 5,000km on the clock; the BMW is now up to 196,000 km, without any issues apart from a gearbox defect last year. Frank lowered the forks 6 cm, and made a new sub-frame, seat and license plate bracket. He also fitted Tomaselli bars, Koso digital instruments, Dunlop Trailmax tires, a Ducati rear fender, and a fuel-tank from a BMW /5... Read more
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via : the Bike Exif
Even the stateliest grand tourer can be turned into a scrambler. This example is a 1977 BMW R100/7 owned by Frank, from Kandel in Germany. He bought the bike in 1983, with just 5,000km on the clock; the BMW is now up to 196,000 km, without any issues apart from a gearbox defect last year. Frank lowered the forks 6 cm, and made a new sub-frame, seat and license plate bracket. He also fitted Tomaselli bars, Koso digital instruments, Dunlop Trailmax tires, a Ducati rear fender, and a fuel-tank from a BMW /5... Read more
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Saturday, 21 November 2009
The Willy Neutkens Collection
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The Willy Neutkens Collection
Important BMW Motorcycles
To be sold at auction by Bonhams GmbH
Saturday 28th November 2009, 2.30pm
BMW Museum, Am Olympiapark 2,
80809 Munich
www.bonhams.com
Copyright © 2002-2009 Bonhams 1793 Ltd.,
To be sold at auction by Bonhams GmbH
Lot No: 2
1975 BMW 898cc R90S
Frame no. 4081920
Engine no. 4081920
Frame no. 4081920
Engine no. 4081920
With the introduction of the '/6' range in 1973, BMW joined the superbike league with a pair of 900cc flat-twins. The touring version was typed 'R90/6' and the gorgeous new sportster 'R90S'. With its twin front disc brakes, racing-style seat, megaphone-shaped silencers and cockpit fairing, the R90S looked like no BMW before it, and the air-brushed 'smoke' custom finish to tank, seat and fairing meant that no two examples left the factory exactly alike. With 67bhp on tap, the R90S was good for a maximum speed of more than 125mph. True, there were a handful of rivals that were faster, but none of them could match the BMW's capacity for sustained high-speed cruising. 'When it comes to comfort and capability for travelling at maximum speed with minimum fatigue, the R90S is second to none,' reckoned Bike magazine's tester back in 1975, going on to conclude: 'The truth is that many bikes do one thing superbly, but the BMW is the only bike I know that does everything very well.' This particular example of BMW's landmark first superbike displays a total of only 2,194 kilometres on the odometer. Sold new in Belgium, the machine comes with its original comes with its detached original VIN plate and Certificat de Conformite, and is offered with Belgian registration papers (issued May 1988).
Lot No: 50
1936 BMW 745cc R17
Frame no. To be advised
Engine no. 2382
Having broken fresh ground with the launch of the pressed-steel framed R11 in 1930, BMW followed that up with the introduction of an hydraulically-damped telescopic front fork on the R12 and R17 models, which were also notable as the first BMWs to have a four-speed gearbox. First seen at the Berlin Motor Show in February 1935, the newcomers were otherwise virtually unchanged from their R11 and R16 predecessors apart from a strengthened crankshaft. The sporting, twin-carburettor, overhead-valve R17 produced 33bhp at 5,000rpm and would be BMW's most powerful production roadster until the introduction of the R68 in 1952. It was priced at 2,040 Reichsmarks, making the R17 the most expensive German motorcycle of its day. Only 436 were produced between 1935 and 1937 and today this rare and exclusive model is one of the most sought after of pre-war BMW motorcycles. Purchased by Willy Neutkens approximately 20 years ago, this R17 is equipped with a Veigel-D-R-P 'Walzentacho' set into the headlamp and a rare Bosch mag-dyno with Bakelite distributor cap.
Lot No: 50
1936 BMW 745cc R17
Frame no. To be advised
Engine no. 2382
Having broken fresh ground with the launch of the pressed-steel framed R11 in 1930, BMW followed that up with the introduction of an hydraulically-damped telescopic front fork on the R12 and R17 models, which were also notable as the first BMWs to have a four-speed gearbox. First seen at the Berlin Motor Show in February 1935, the newcomers were otherwise virtually unchanged from their R11 and R16 predecessors apart from a strengthened crankshaft. The sporting, twin-carburettor, overhead-valve R17 produced 33bhp at 5,000rpm and would be BMW's most powerful production roadster until the introduction of the R68 in 1952. It was priced at 2,040 Reichsmarks, making the R17 the most expensive German motorcycle of its day. Only 436 were produced between 1935 and 1937 and today this rare and exclusive model is one of the most sought after of pre-war BMW motorcycles. Purchased by Willy Neutkens approximately 20 years ago, this R17 is equipped with a Veigel-D-R-P 'Walzentacho' set into the headlamp and a rare Bosch mag-dyno with Bakelite distributor cap.
Saturday 28th November 2009, 2.30pm
BMW Museum, Am Olympiapark 2,
80809 Munich
www.bonhams.com
Copyright © 2002-2009 Bonhams 1793 Ltd.,
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Tuesday, 17 November 2009
BMW R60
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The R60 and R60/2 are 600 cc boxer twin BMW motorcycles that were manufactured from 1956 to 1969 in Munich, Germany, by the Bayerische Motoren Werke (BMW Aktiengesellschaft).
Some 20,133 of these 600 cc shaft-drive, opposed twin R60 (1956-1960, 28 hp), R60/2 (1960-1969, 30 hp), and R60US (1968-1969, 30 hp) were built. These models, except for those with the "US" designation, were designed primarily as rugged motorcycles to pull sidecars (mounting points were built in) and had duplex tubular steel frames.
Simultaneously manufactured were related models, including the 500 cc R50 (1955-1960, 26 hp), the R50/2 (1960-1969, 26 hp), the R50 S (1960-1962, 35 hp), the R50US (1968-1969, 26 hp), and the 600 cc sport-oriented R69 (1955-1960, 35 hp), R69S (1960-1969, 42 hp), and R69US (1968-1969, 42 hp).
In the United States, all these Earles-fork and US-fork (i.e., telescopic fork) models from 1955 to 1969 are often lumped together as "Slash-2" BMWs, even though that is technically incorrect. Not all over them, as seen above, have the "/2" designation.
Perhaps the most famous BMW rider of the 1960s was Danny Liska , who took R60 models from Alaska to Tierra del Fuego in one trip, and from Europe's North Cape to South Africa's Cape of Good Hope in a second journey. His book about the first trip, Two Wheels to Adventure (Alaska to Argentina by Motorcycle), was published in 2004
The standard colors for these motorcycles was black with white pin striping, though special colors could be ordered. Indeed, the motorcycles could be ordered in any color that was being used at the time for BMW cars. A special case was Dover white. Michael Bondy, of the U.S.A. BMW importer Butler & Smith, sent BMW a can of that color paint, which was used on his 1942 Packard, and BMW duplicated it. He then ordered 50 motorcycles in that color.
Though BMW invented and first used oil-damped telescopic front forks in the 1930s, it chose to use Earles forks on these models. The triangular front Earles fork (named after its designer, Englishman Ernest Earles) precluded any front-end dive during heavy front braking, which is common with telescopic front forks. It also worked well in sidecar duty. Though heavy and ponderous in turning, the Earles fork gave the old Beemer a steady and reassuring ride.
In 1968, BMW introduced telescopic forks on some of its slash-2 models, and they were continued into the 1969 model year. Modified, they became the front forks on the slash-5 models introduced for the 1970 model year. The photo of the red R60US to the right was taken at a BMW dealership in 1968 and shows a brand new motorcycle waiting for its first buyer. Earles fork and telescopic fork models both were manufactured for these two years and were available to customers.
During the 1960s, very few motorcycles were available with shaft final drive. BMW's were the most common. The driveshaft rode in an enclosed oil bath within the right swingarm, unlike BMW's previous models, and drove the rear wheel through an internally splined cup that meshes with a coupler crown gear keyed to the drive pinion. This meant that leaking seals could become a problem for the owners. Because the clutch was dry, there were seals at the rear of the crankshaft, at both ends of the transmission, at the rear of the driveshaft, and at the front and rear of the rear drive unit: lots of seals to develop leaks.
The front brakes were double leading shoes, and the rear had a single leading shoe. By modern standards, they were not good brakes. Tires, front and rear, were interchangeable in 3.50 inch by 18 inch size.
Motorcycles sold in America had high handlebars with a cross brace. Those sold elsewhere came with low, Euro handlebars.
A variety of saddle styles were available for these motorcycles. Those delivered in the U. S. typically were supplied with a single "dual" or bench saddle, either the standard size or a wide version that came with chrome rear-quarter passenger handles. Alternatives available included a Denfeld (not "Denfield") or Pagusa solo driver's saddle, or individual driver and passenger saddles.
Follow this great website : Jeff Dean
.
The R60 and R60/2 are 600 cc boxer twin BMW motorcycles that were manufactured from 1956 to 1969 in Munich, Germany, by the Bayerische Motoren Werke (BMW Aktiengesellschaft).
Some 20,133 of these 600 cc shaft-drive, opposed twin R60 (1956-1960, 28 hp), R60/2 (1960-1969, 30 hp), and R60US (1968-1969, 30 hp) were built. These models, except for those with the "US" designation, were designed primarily as rugged motorcycles to pull sidecars (mounting points were built in) and had duplex tubular steel frames.
Simultaneously manufactured were related models, including the 500 cc R50 (1955-1960, 26 hp), the R50/2 (1960-1969, 26 hp), the R50 S (1960-1962, 35 hp), the R50US (1968-1969, 26 hp), and the 600 cc sport-oriented R69 (1955-1960, 35 hp), R69S (1960-1969, 42 hp), and R69US (1968-1969, 42 hp).
In the United States, all these Earles-fork and US-fork (i.e., telescopic fork) models from 1955 to 1969 are often lumped together as "Slash-2" BMWs, even though that is technically incorrect. Not all over them, as seen above, have the "/2" designation.
Perhaps the most famous BMW rider of the 1960s was Danny Liska , who took R60 models from Alaska to Tierra del Fuego in one trip, and from Europe's North Cape to South Africa's Cape of Good Hope in a second journey. His book about the first trip, Two Wheels to Adventure (Alaska to Argentina by Motorcycle), was published in 2004
The standard colors for these motorcycles was black with white pin striping, though special colors could be ordered. Indeed, the motorcycles could be ordered in any color that was being used at the time for BMW cars. A special case was Dover white. Michael Bondy, of the U.S.A. BMW importer Butler & Smith, sent BMW a can of that color paint, which was used on his 1942 Packard, and BMW duplicated it. He then ordered 50 motorcycles in that color.
Though BMW invented and first used oil-damped telescopic front forks in the 1930s, it chose to use Earles forks on these models. The triangular front Earles fork (named after its designer, Englishman Ernest Earles) precluded any front-end dive during heavy front braking, which is common with telescopic front forks. It also worked well in sidecar duty. Though heavy and ponderous in turning, the Earles fork gave the old Beemer a steady and reassuring ride.In 1968, BMW introduced telescopic forks on some of its slash-2 models, and they were continued into the 1969 model year. Modified, they became the front forks on the slash-5 models introduced for the 1970 model year. The photo of the red R60US to the right was taken at a BMW dealership in 1968 and shows a brand new motorcycle waiting for its first buyer. Earles fork and telescopic fork models both were manufactured for these two years and were available to customers.
During the 1960s, very few motorcycles were available with shaft final drive. BMW's were the most common. The driveshaft rode in an enclosed oil bath within the right swingarm, unlike BMW's previous models, and drove the rear wheel through an internally splined cup that meshes with a coupler crown gear keyed to the drive pinion. This meant that leaking seals could become a problem for the owners. Because the clutch was dry, there were seals at the rear of the crankshaft, at both ends of the transmission, at the rear of the driveshaft, and at the front and rear of the rear drive unit: lots of seals to develop leaks.
The front brakes were double leading shoes, and the rear had a single leading shoe. By modern standards, they were not good brakes. Tires, front and rear, were interchangeable in 3.50 inch by 18 inch size.
Motorcycles sold in America had high handlebars with a cross brace. Those sold elsewhere came with low, Euro handlebars.
A variety of saddle styles were available for these motorcycles. Those delivered in the U. S. typically were supplied with a single "dual" or bench saddle, either the standard size or a wide version that came with chrome rear-quarter passenger handles. Alternatives available included a Denfeld (not "Denfield") or Pagusa solo driver's saddle, or individual driver and passenger saddles.
Follow this great website : Jeff Dean
.
Saturday, 24 October 2009
BMW ISDT Enduro Racer
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Via our good friend Bike Exif
BMW’s profile in the racing enduro market seems to be slipping of late. (Which is a pity, because the G450X offers promise, as well as BMW’s usual 24-month warranty.) But this factory-endorsed, 900 cc boxer endurofrom almost thirty years ago shows what could have been. In 1980 it won the German and European enduro championships, plus the prestigious ISDT.
The bike apparently sports 50 bhp and weighs just 132 kg, and inspired the cultish BMW R80 G/S (Gelände/Straße, or off-road/street) built from ’81 to ‘87. That machine married the 800 cc R80/7 engine to a strengthened R65 chassis, and was the only BMW twin to be unaffected by the launch of the K series. For more obscure BMW off-roading goodness, check out this gallery from German BMW race preparation expert HPN.
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Via our good friend Bike Exif
BMW’s profile in the racing enduro market seems to be slipping of late. (Which is a pity, because the G450X offers promise, as well as BMW’s usual 24-month warranty.) But this factory-endorsed, 900 cc boxer endurofrom almost thirty years ago shows what could have been. In 1980 it won the German and European enduro championships, plus the prestigious ISDT.
The bike apparently sports 50 bhp and weighs just 132 kg, and inspired the cultish BMW R80 G/S (Gelände/Straße, or off-road/street) built from ’81 to ‘87. That machine married the 800 cc R80/7 engine to a strengthened R65 chassis, and was the only BMW twin to be unaffected by the launch of the K series. For more obscure BMW off-roading goodness, check out this gallery from German BMW race preparation expert HPN.
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