I am pleased to offer this highly original/2 owner 1967 BMW R50/2.  

Key Details:

1967 BMW R50/2

13,748 Original Miles 

Frame Number: 642747

Engine Number: 642747

Two owners from new

6.2 gallon sport tank

Desirability inevitably drives any market. Over the past few years, it has become increasingly evident that there is a shift in valuation going on in the vintage car and motorcycle market insofar as fully restored automobiles are being supplanted at the summit of the industry by well preserved (and sometimes even not so well preserved) original examples of similar cars and motorcycles. Originality and value for motorcycles like this go hand in hand. This has been the case in other collectible genres, so it is not surprising that the collector vehicle market is tacking in this direction.

 

Contrary to the general trend and although sales figures had been declining significantly since the mid-1950s, BMW presented a revised model range at the Cologne International Bicycle and Motorcycle Exhibition. This was indeed expanded by an additional 500 Series sports model.

 

The BMW R 50 touring model in the 500 Series was replaced by the slightly modified BMW R 50/2 and this went on to become the most successful full-swing model by the time production came to an end in 1969 after a production run of more than 19,000 units sold.

 

Time warp is an overused word when it comes to cars and motorcycles, but on this bike it’s absolutely true. Everything on this motorcycle is just the way it was in the late 1960’s, besides the gas, oil, and air in the tires. This BMW R50 has had one owner for the vast majority of its life.

 

The cosmetic condition of this machine is just as good as it looks in the photos. Everything on this motorcycle is original, from the tires to the paint to the exhaust system. The seat is also in original condition and beautiful. As you can see from the photos, the tool kit  and owner’s manual are also present. And the running condition of the machine is flawless, starting immediately.

 

This bike has been part of my collection for a while and is ridden on a regular basis, running and riding with absolutely no issues.

 

As you can also see from the photos in the photo section, the machine has had absolutely no restoration performed to any part of it. Period. The condition is EXACTLY what it looks like in the photos.

 

The paint on the tank, frame, fenders, etc. is completely original, and have never had any type of paintwork or touchup. The bike has never been in any type of accident or been dropped at any time. All of the pin striping on the tank and fenders is original and in very nice condition. And as any BMW fan knows, the pin stripers at the BMW factory had a tradition of applying their signature somewhere on the machine after their work was done and before it left the factory. This was a source of pride with these men, and a big indicator of the machine’s originality. I have included a photo of that signature, which is under left side of the fuel tank. The fuel tank is also the desirable 6.2 gallon sport tank, and original to the machine.

 

The seat is the larger Schorsch Meier saddle and is original to the machine. It is in very nice condition with minimal wear and no damage evident.

 

The R50 runs and rides the way you’d expect a machine with this type of mileage to run. All of the mechanical components have been checked over to ensure they work properly including the clutch and brakes. The carbs were completely re-built this season and function perfectly, and there is a new battery installed. The inside of the gas tank is beautiful. Owner only uses Sunoco Optima high octane/non-ethanol fuel in this and all of his bikes.

 

The tires currently installed are not original to the machine and obviously have comparatively few miles on them, but I would recommend replacement if you are planning on riding it any significant distance. There is absolutely nothing else you will have to do to this motorcycle to ride and enjoy it this season.

 

In all genres of collectible and historical artifact, few things are valued more than originality. Well preserved and cared for examples of rare and relevant pieces of history have no substitute in terms of importance in the historical record. From historically relevant fine art to the time tested mechanical ingenuity of a by gone era, well-kept original pieces sit at the top of the food chain.

 

A preservation motorcycle needs to be analyzed and protected, and as such, this machine has gone through a comprehensive program to not only bring out the true patina of the machine, but also to document it throughout its history before we came into contact with it that will be a starting point for future provenance.

 

This motorcycle is eligible for judging under FIVA Standards “Fédération Internationale des Véhicules Anciens” and would be welcomed at any concours with a motorcycle preservation class. 

 

“The point is to preserve the original (automobile), so as not to be perfect, but extremely well kept and treated without leading to the creation of the new (motorcycle)…” — Smithsonian Mantra

 

If you’d like any additional photos of any particular part of the motorcycle, please let me know. I’m happy to email or text it to you. And if you would like to inspect the bike or ask any questions, please email or contact me. 

 

Owner has a motorcycle collection made up of Italian, American, German, and Japanese big bore motorcycles, some of which he will be selling soon. If you have specific questions, just want to learn more, or are looking for something in particular, please let me know. 

 

 

The description of this vehicle is written to the best of my knowledge. However, I am by no means an expert on vintage BMW motorcycles. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied unless there is a warranty in effect from the factory. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends.

 

If you have any questions, please contact me.  If you live close to Chicago, I encourage you to come and inspect the motorcycle in person.

 

For more on the BMW R50, read on…

 

BMW‘s motorcycle history began in 1921 when the company commenced manufacturing engines for other companies. BMW’s own motorcycles—sold under the BMW Motorrad brand—began in 1923 with the BMW R 32, which was powered by a flat-twin engine (also called a “boxer-twin” engine). Production of motorcycles with flat-twin engines continues to this day, however BMW has also produced many models with other types of engines.

 

1955-1969

Motorcycle sales in Europe plummeted as the 1950s progressed, with three of BMW’s major German competitors going out of business in 1967. In 1954, BMW produced 30,000 motorcycles. By 1957, that number was less than 5,500.

 

In 1955, BMW began introducing a new range of motorcycles with Earles forks and enclosed drive shafts. These were the 19 kW (26 hp)BMW R50, the 22 kW (30 hp) BMW R60, and the sporting model BMW R69  with 35 hp (26 kW). On June 8, 1959, John Penton rode a BMW R 69 from New York to Los Angeles in 53 hours and 11 minutes, slashing over 24 hours from the previous record.

 

By the late 1950s, the overall BMW company was in financial trouble. The company narrowly avoided a merger with Daimler-Benz through the combination of financing from brothers Herbert Quandt and Harald Quandt, increased success of the automobile division and the selling off its aircraft engine division. Changes in the motorcycle market saw BMW’s last shaft-driven single-cylinder model, the BMW R 27, end production in 1967. Also, most of BMW’s offerings were still designed to be used with sidecars. However, by the late 1960s, sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles instead. The BMW R 50/2, R 60/2, and R 69 S were the last sidecar-capable BMWs, with the latter being the most powerful and desirable model.^[14]

In the United States, sales of motorcycles were strong through the 1950s, in contrast to drastically declining sales in Europe. Later, specific “US” models were sold in the United States for the 1968 and 1969 model years: the BMW R 50 US, R 60 US and the R 69 US. These models were sold with telescopic forks (alongside other BMW models which were sold with Earles forks) and without sidecar lugs.

 

 

History of the 1967 BMW R50/2

BMW twins of the 1950s and 1960s are considered some of the most rideable classic motorcycles of all, and even a long road trip can be undertaken with relative confidence. Even today, something like a 1967 BMW R50/2 would still be up for such adventures, even with a sidecar. For years, little had changed with the boxer twins, and that included the Earles-type leading-link front suspension with hydraulic damping.

Now, though, BMW created the R50US, which used a telescoping front fork developed in endurance racing. It provided 8.4 inches of travel and sufficient resistance to dive to make the Earles fork obsolete. The air-cooled, overhead-valve horizontally opposed 494cc twin produced 26hp at 5,800 rpm, and when the rider flattened out over the tank the top speed was 87 mph (62 mph with a sidecar attached). The R50/2 accelerated from zero to 60 mph in 10.3 seconds, which was at least as quick as the average six-cylinder, midsize car of the day.

With a bore and stroke of 68 x 68 mm and a low 7.5:1 compression ratio, the boxer twin was fed by a pair of inclined 24mm Bing carburetors. Unitized construction mated the engine to the four-speed gearbox, and of course there was shaft drive. Like its R60/2 and R69S siblings, it had a six-volt, 60-watt Bosch electrical system with magneto, as electric start was still a few years away for BMW motorcycles. Tank capacity was 4.5 gallons, but an oversize 6.5-gallon tank was available. Approximately 2,600 1967 BMW R50s were produced.

 

The /2 was nearing the end of its production, and already had seven years under its belt. And its basic design and engineering was founded on a design that went back to 1950. Which, in turn, was based on products BMW produced long before the first bombs dropped on London.

It is reliability, stability and dedication to comfort that made BMW motorcycles attractive to long-distance riders around the world. The 1967 BMW R60/2 is a fine example. The /2 line was introduced in 1960, and was based heavily on the R51/2 introduced in 1950. The line consisted of four versions of the same essential motorcycle: the 500cc R50/2 you see pictured here, a sporting version called the R50S, a 600cc R60/2, and a sportier version of that called the R69S. (A word about nomenclature: Prior to the three- and four-cylinder K-series, “R” was the BMW designation for all motorcycles. It stands for “Rad,” a German abbreviation for “motorrad,” which translates to “motorbike.” The numbers generally represent rough cubic centimeter designations (i.e., “R60” would be a 600cc motorcycle), and the “/2” designation denotes twin-cylinder engines.)

 

At the /2’s heart was a version of BMW’s original engineer Max Friz’s boxer twin, albeit with strengthened crankshafts, camshafts and clutch assemblies. The upgraded engine allowed better engine power without compromising BMW’s legendary long-haul reliability.

 

Beginning in 1955, and carrying through most of the /2 line up to its demise in 1969, was a revolutionary front fork design. Developed by Englishman Ernie Earles, the Earles fork allowed BMW motorcycles to use swinging arm suspension systems at both the rear and the front of the motorcycle. It uses a rigid fork that angles rearward, behind the centerline of the front axle. The bottom of the fork is then attached to the axle via two short, swinging “Earles links.” Twin shocks are then connected from the top of the fork to the swinging arms, just behind the front axle.

Along with extreme stability and zero dive under braking-in fact the front of the bike seems to rise, rather than dive when the front brake is applied-the Earles fork has another significant benefit: It is perhaps the perfect setup for a sidecar. While other motorcycles need, or should have, expensive and time-consuming work done, fitting a sidecar to a BMW /2 was a “plug ‘n’ play” affair.

Shaft drive also helped. Rather than sitting the passenger in a hack with a chain and sprocket whizzing oil and road grime past his left ear, BMW engineers chose the clean, almost automotive-style driveshaft connected to a pinion and bevel gear at the rear wheel.

 

For nearly 85 years, BMW has featured this very basic configuration in its motorcycles. BMW’s latest twin-cylinder motorcycle, the 2005 R1200RS, can trace its DNA directly back to this turn-of-the-century design. Not many products in the world can boast that kind of lineage.