1967 BMW R 60/2

This outstanding 1967 BMW R60/2 is not just a prime example of a vintage BMW motorcycle but is particularly notable because it's wonderfully outfitted with period-correct accessories!

HOW MANY MILES are really on this bike? Certainly it's not zero! 14,229 miles is what the odometer shows, however, we know that a new replacement speedometer (genuine BMW part) was installed some years ago. Unfortunately, there is no record of the mileage prior to that point, so the total actual miles are unknown. Based on all discernable evidence, though, we feel it is safe to speculate that the actual mileage is not particularly high.

This bike came to us recently from the collection of a long-time friend of Bob's (the owner of Bob's Motorcycles). We did not get the bike's entire history due to the previous owner's untimely passing, but we do know quite a bit about it based on our thorough inspection and an extended test ride by our 25-year experienced master BMW tech. Plus, we're able to provide some deeper insights based on Bob's own observations, his collector's knowledge, and rcollections from his past conversations with the previous owner.

All three VIN stampings (frame neck, engine case and metal ID Plate secured to the center of frame steering neck) are original and match.

The R60/2 was one of two workhorse models built by BMW between 1955 and 1969. The other was the R50/2 which had a 500cc motor. With the exception of displacement, a few horsepower, and different final drive ratios, the two machines are identical and fully interchangeable from front to back.

These iconic BMWs were exported all over the world and were immensely popular with civilians, police, and military for their excellent visual design, superb manufacturing standards, dependability and easy to service mechanicals. These bikes — especially nicer, well-accessorized ones like this one — are still consistently in demand by enthusiasts and collectors.

Finding one with so many desirable options and extras becomes less likely every year. This one is LOADED with items that, if you were lucky enough to find them in good condition separately, would command high dollars.

Like all BMW twins and singles produced between 1955 and 1968, this example has the Earles fork or leading link front end. That front end assembly provides a very stable, smooth, comfortable ride and is especially suitable for sidecar use.

Should you be interested in attaching a sidecar, you'll be glad to know that this frame has built-in 3-point sidecar mounts. A fourth sidecar mounting point was created by replacing the front engine mounting bolt with one that had a ball head casting to match the one welded on the rear main frame. It can be converted by simply relocating the forward axle to manage a sidecar of any brand and model with the correct mounts – brands like Steib, Royal and Bender are commonly added but numerous later, less costly sidecars can be attached like Jawa and Ural.

The custom German made Hoske gas tank ($3,50 to $5,000 if you can find one this nice) holds roughly 8.5 to 9 gallons and features the optional chrome toolbox lid with the square key lock used on many decades of BMWs. It also has an excellent, correct BMW aluminum gas cap, two perfect original BMW enamel tank medallions – those last two items are worth roughly $400 or more today, and a set of 1952-1954 R68 handlebar risers to allow these large tanks to fit properly.

The Craven Dolomite saddlebags (a rough pair is currently on eBay for $499 without any mounts – these should command about $900) and were manufactured in the UK of hand-laid fiberglass around the time this bike was new. The side bags are complemented by a Craven fiberglass trunk (worth about $300), which was produced later but is still vintage and correct, mounted on the one-piece Craven rack that secures all the luggage. All pieces are easily detachable but are without keys.

This bike carries the factory-style one-piece cylinder guards or crash bars as they are often called. Sturdy, handsome and easily used to attach highway pegs or extra driving or fog lamps. This beauty also has the higher touring handlebars offered by Flanders who during this period was the west coast representative for BMW in the US. Attached to the bars are the later USA style switches that control the added Hella turn signals, high and low headlight operation, and horn.

A later, but similar to the period, clamp-on left side mirror is included as are all three correct and original keys to this bike – the black knob and flat spare ignition plus the nearly never included factory fork lock key. A period Chilton’s service/maintenance manual is included that covers all 1955-69 and 1970-73 models. There is no owner’s manual or tool kit that accompanied this bike, but quality reproduction books are available, and we do offer suitable tool kits.

The standard bench seat was one of three options available for seating when these bikes were produced. The least costly was the rubber Denfeld or Pagusa solo seat, followed by this one, and then the wider touring seat (which did not fit everyone due to its width). Bob happens to be a fan of this seat for the style and comfort it offers plus the rear shock caps are both visible and accessible. This seat has been accurately recovered.

Not as easily seen are the cast aluminum deep (+ 1 quart) oil pan which also reduces weepage around the oil pan gasket as they do not warp like the original stamped steel ones. This bike has also had the wheels rebuilt using a slightly smoother aluminum rim which does not hold water or dirt and has stainless steel spokes and nipples for long term durability and less time spent polishing.

Attached to those fresh wheels are brand new Heidenau tires and tubes that are visually correct for this era of BMW motorcycles but made from much better rubber than was available some 60 years ago.

A very worthwhile and not inexpensive addition to this machine is hidden under the front cover – a full, modern 12-volt conversion that provides greater output for the ignition and starting, to all the lighting and the horn. Even the bulb illuminating the speedometer is a 12-volt variety. The kit before installation sells for around $800.

While the bike came in with very few needs, it had been in storage in a museum environment for several years so, as needed, many rubber parts have been upgraded during our light service to the bike.

Mechanically the bike starts and runs like a new example. It rides superbly, stops easily, and handles the various road conditions as one would expect it to. We did not get any written documentation that the driveline has seen a full rebuild, but knowing the prior owner as well as Bob did, plus the external evidence of freshly blasted cases, completely cleaned carburetors with the newer tops and ticklers, the upgraded electrical system and more, we suspect that this entire driveline refreshed either before the prior owners acquisition or during his ownership and enjoyment.

The last owner rode all his vintage, classic and more modern bikes frequently before starting on his museum project where most of the pre-2000 machines eventually resided, getting extra special attention and love, but eventually far less road use.

The valves were adjusted properly before we received the bike, so no engine, transmission or final drive work was performed by Bob’s as none was required. We checked to ensure all fluids were clean and fresh and at the right levels. The air filter was also clean.

The bodywork is all original steel and in particularly good condition. The paintwork appears to have been redone at some point in the past and looks superb from ten feet away and remains very impressive up close. But this bike was never intended to win a concours event trophies. It carries a reproduction set of stainless-steel header pipes and a reproduction and correct looking silencers or mufflers in very good shape. Those beautiful period correct clamp-on finned exhaust nut covers were designed to do two things – mimic the look of the R69S and add a bit of cooling to the engine and starting point of the exhaust system, where it is the hottest.

The factory center stand works as designed and this bike has the optional factory side stand too. The airbox was repainted with slightly darker gray paint than it came originally from the factory with (would have matched the hubcaps) and it has the very hard-to-find Denfeld accessory folding rear passenger pegs.

Overall, one would be very hard-pressed to find a better bike, even with some of these desirable options included, anywhere close to the very fair price we have placed on this fantastic machine.

As always at Bob's, trades of any brand, model and vintage will be considered.