Distractions come in all forms. When it happens to be an original BMW R100S, I welcome the distraction. I always had a weak spot for early BMW boxer air heads. When a Volvo club member decided to let go of his 1977 R100S after 38 years of ownership I had to step up!
I have owned a few airheads the last ten years. This R60 was the entry ticket in to the airhead lifestyle.
“Brownie” was a 1977 R100 and my introduction to German liter bikes and oh boy, the torque and comfort these bikes offers even 50 years later is fantastic.
“Loud Mouth” was another 1977 R100 and my entry in to the cafe craze. I removed everything you didn’t need to ride it. It was loud, fast and a ton of fun to ride.
OK, this is not a BMW! But…it is a 1000cc four cylinder boxer bike. These are very capable bikes. The water cooled four cylinder pulls like a freight train while being smooth as a turbine. No wonder these ended up as dressers with saddle bags, fairings and more, they are perfect for crossing continents. THAT was also the problem with this bike: it was too smooth. I felt it had no soul!So down the road it went.
The White Elephant: another 1977 R100 bike that was restored. Borrani shouldered rims, stainless everything, polished everything. It became too nice to ride.
At some point in your life, you must own a BMW /2 bike. This is really a 30’s design but this model lasted all the way to 1969. The “hard tail” look, solo seat and of course the Earls fork gives these bikes an amazing profile. Even the engine block is an aerodynamic work of art.
I traded the above pictured Brownie and an undisclosed amount of cash for this 1965 R50. I just blew it apart and just freshened everything up. The bike still has it’s original paint with plenty of blemishes but lovely patina.
That brings us to the current project: ANOTHER 1977 bike. This time an R100S. The bike only has 26,000 miles on it but it has been sitting since 1988 so I have to “wake up” the bike properly.
The bike had custom exhaust with Super Trapp muffler and I want to back to stock. These are the original mufflers, I think I can save them.
Mufflers after hours of Rolforization ⟨™⟩
Shiny = good!
The original paint have faded to a more orangish color but I love it. That faded BMW emblem can not be duplicated.
The distinct R100S emblem makes sure everyone knows this is not “just” an R100.
Speaking of going fast…after the Bing 40mm carburetors were removed, a serious porting job was revealed. Also, the valve rockers have roller bearings instead of bushings and the exhaust valves have hardened seats for unleaded fuel.
This model of Krauser bags are called “Starlets”. They are smaller than the more common Krausers and I dig them. Perfect size and the upswept bottom follows the stock muffler. (when it gets installed!) They will get some Back to Black dressing later.
Small sample of the first order from UK Motobins arrived. Brakes, hydraulics, tune up and more.
I have restored too many of these calipers. Most will have damaged pistons due to rust but Jim stored the bike indoors all it life and these components look great. They will of course get a new gasket kit.
Master cylinder and brake calipers restored.
Nine out of ten bikers prefer fresh rubber.
My best friend when it comes to polishing: Autosol.
The front wheel all cleaned up and polished. I have a set of stock spoke wheels but I like these Lester wheels as they are a period correct accessory.
I told a friend that I like the Lester wheels. His answer: yes, wagon wheels were really cool…100 years ago! Yeah whatever…
The valve covers were pretty faded so they got the fins polished and a coat od semi flat black.
These are the exhaust nuts. They were stained from tar or paint so I had to give them a light blast. 24 hrs in the vibration tumbler and they got the luster back.
Carburetors before ultrasonic cleaner.
…aaaand after.
The Krauser brackets got fresh paint, polished chrome and stainless hardware. The previous owner had installed stiff Koni rear shocks and they are way to stiff for my ‘ol body. These new shocks that are more my comfort level.
It is just amazing how many parts come off a small motorcycle.
Lower triple: The fork steering bearings were probable fine but again, I got it apart now so the decision was made to replace the bearings.
This is the assembly for the steering dampener adjustment. The hydraulic dampener itself had a leak so a new one was sourced.
New fork seals.
Lower fork legs with “S” boots installed.
These handlebar clamps were kinda dull but after some time with the buffer wheel, they look spiffy again.
More “might as well-ism” Since the bike is all apart, I decided to replace all cables including tachometer and speedometer.
The input shaft can get dry and hang up the clutch so I split the transmission from the engine. The manufacturer recommends every 25,000 miles or two years. In this case: 25,000 miles and 45 Years!
I don’t have to remove the transmission for this job, I can just move it back in the frame and it can be done without disconnecting the drive shaft. It was cleaned and lubed with factory recommended moly lube.
This is the generator. Since the bike has been sitting, I wanted to clean the commutator surface and install new brushes.
The R100S came with a small “cafe” style fairing but it was missing on this bike. I would like to bring the bike back to it’s original look and I found this on the auction site. I will try to match the paint on the bike.
This fairing also came with gauges but I will replace the temp gauge with a VDO volt meter.
That’s where I am today, I hope the next article will be presenting a completed bike as NEED to get back on the 1963 1800S.