Operation and Inspection

Operating Controls at a Glance

1. Clutch Lever
2. Instrument Cluster containing Speedometer and Odometer, Tachometer, Oil Pressure
Indicator Light, High Beam Indicator Light, and Neutral Indicator Light.
3. Turn Signal Indicator Light
4. Ignition and Light Switch
5. Front Brake Lever
6. Dimmer Switch, Horn Button, and Passing Light Flasher
7. Steering Damper
8. Fork Lock, the fork lock key also operates the lock of the dual seat
9. Fuel Filler Cap
10. Turn Signal Switch and Starter Button
11. Throttle Grip Tensioner
12. Throttle Grip
Fig. 1

1
12. Fuel Petcock
13. Air Filter Housing
14. Choke Lever (R 15/5)
15. Kick Starter
16. Gear Shift Lever
17. Center Stand -- Side Stand
18. Foot Brake Lever
19. Lifting Handle
20. Dual Seat Lock
21. Dual Seat Release Button
22. Rear Spring Tensioner
23. Folding Passenger Foot Rests
Fig. 2-4
2
3

Instrument Cluster
1. High Beam Indicator Light, Blue
2. Speedometer with Odometer
3. Battery Charging Indicator Light, Red
4. Neutral Indicator Light, Green
5. Tachometer
6. Oil Pressure Indicator Light, Orange
Figure 5

5
Ignition and Light Switch
Pull protective slide cover forward and insert ignition key and push it down.
Position 1 of Ignition Key: The Ignition is switched on. The charge indicator shows
that the battery is adequately charged.
Position 2 of Ignition Key: The ignition and headlight are switched on.
Position 3 of Ignition Key: The ignition and the parking lights are switched on. When
pulling the key out from this position, the parking lights will stay on. Figure 6

Dimmer and Signaling Switch

Position 1: High Beam
Position 2: Low Beam
Position 3: Passing Light Flasher, spring loading automatically returns switch to
Position 2.
Switch Depressed: Horn Figure 7

7
Steering Damper
By turning the stering damper knob clockwise the friction damper will prevent the fork
from being turned while the motorcycle is parked or transported.

Turn Signal Switch, Starter Button

Position 1: Indicates left turn
Position 2: Indicates right turn
Switch Depressed: Starter Actuation

Friction Lock for Throttle Assembly

The throttle grip is self closing. A cruising setting can be attained by turning the set
screw No. 3 clockwise. Figure 8

8
Fuel Petcock
Position 1: Fuel Petcock "open"
Position 2: Fuel Petcock "closed"
Position 3: Fuel Petcock "Reserve" Figure 9

Rear Suspension Adjustment

Position 1: for Solo operation
Position 2: for Rider plus Baggage
Position 3: for two-up riding
Figure 10

10
From Starting to Riding
When engine is cold, depress both carburetor ticklers 2 seconds longer as the time at
which petrol is coming out of the overflow bore of the float bowl lower part (Models R
50/5 and R 60/5) or open choke as far as possible, never use intermediate position
(Model R 75/5).
When engine is hot, do not actuate ticklers or choke.
For starting, turn on ignition; red, green and orange indicator lights must be on.
Depress starter button. If you start manually depress kick starter briefly and then kick
through forcefully, only at warm engine eventually turn on throttle slightly (max. 1/4
turn). If engine (R 75/5) does not start when it is very hot, put choke for short time on
medium position, throttle closed.
At low outside temperatures, crank engine with kick starter two or three times, with
ignition switched off; actuate starter for no longer than 10 seconds to protect the battery.
A second attempt at starting which might become necessary should be made only after a
short pause of 20 to 30 seconds, and it must not be of much longer duration than the
first one.
A starter protection switch prevents unintentional repeat starting while the engine is
running; This protection switch is actuated by the alternator. Only if the engine RPM is
sufficient for the alternator to produce current will the starter lock. Please avoid
restarting the engine before it has stopped completely so that no damage will be done to
the teeth of the flywheel or the starter pinion.
When the engine has started and the idle speed increases, the oil pressure indicator
light (orange) and the charging indicator light (red) in the instrument cluster must go
out. If the oil pressure control lamp lights up while driving, declutch immediately and
turn off the ignition. If the engine oil level is adequate, consult your BMW dealer. If the
charging indicator light stays on during operation consult your BMW dealer. This is an
indication that your alternator is not working, and will ultimately result in a dead
battery.
Letting the engine idle for extented periods is harmful since this will cause the engine
to overheat. For Model R 75/5, switch off the choke latest when engine starts faulty
concentric running.
To start riding, disengage clutch, depress foot shift lever (neutral indicator lamp,
green, goes out), release clutch slowly and apply a little throttle at the same time. Proper
operation of the clutch increases its life; therefore, avoid popping the clutch in at high
RPM.

To shift into second, third and fourth gear, declutch and simultaneously release the
throttle, pull up foot shift lever once per gear, then let in clutch and apply throttle as
needed. Figure 11
11

To shift down from fourth into third, second and first gear, declutch and depress foot
shift lever once per gear and let in clutch.
To go to neutral from fourth, third or second gear when the motorcycle is standing still,
disengage clutch and shift to first by depressing the shift lever repeatedly and then "pull
up" the shift lever partially (green neutral indicator lights up).
A tip: Letting the clutch slip lightly facilitates down-shifting while the motorcycle is
standing still. Figure 12

12

To park the motorcycle, push the center stand down with your right foot so that both
roll-off brackets are on the ground. Put your full body weight on the foot pedal of the
center stand and pull the motorcycle up and backwards by the lifting handle, keep your
left hand on the handlebars to stabilize the motorcycle. Figure 13
13

Ready to Ride
Fuel: For perfect operation the Models R 60/5 and R 75/5 require the use of a brand-
name high test fuel with a minimum octane rating of 99 (ROZ). The Model R 50/5 can
be operated with regular gasoline, with a minimum octane rating of 92 (ROZ). In the
event you are forced to use gasoline with a lower octane rating, you can prevent
detonation by keeping the Engine RPM above 2500, by shifting down earlier than usual
and by turning the throttle very slowly.
Engine Oil: We recommend checking the oil level regularly. During the break-in it
should be checked every 300 miles. To top up always use the same brand and type, fill
only to the upper mark on the dip stick. Too much oil in the Engine is useless and may
cause damage. The amount of oil between the two marks on the dip stick amounts to 2.1
pints. The oil level must never be below the lower mark. Under no circumstances open
the filler cap while the engine is running! Push the dip stick in when checking, do not
screw it in.
Figure 14 14
If you desire to switch to a different brand of oil, do so only if you change the oil as
well as the filter.
Our engines are designed to operate with all high grade, brand name engine oils; they do
not require any additives. For types of recommended oil see Technical Data.
The same applies to transmission, rear wheel drive, and driveshaft housing.

The economy of operation of your motorcycle is influenced to a great extent by the

way it is operated. High speeds, fast starts, and quick stops cause, besides greater fuel
and oil consumption, more rapid wear of tires, brakes, and all power train parts.

Driving habits: Never allow the engine RPM to be too low. Always engage the next
lower gear, especially when going uphill. Downhill, the engine's braking effect may be
increased even more by shifting down to the next lower gear; but in doing so the
maximum RPM allowed must not be exceeded. Never ride in neutral with the clutch
depressed or, worse yet, with the ignition switched off.
Principally, use both brakes simultaneously for all braking-operations and brake softly
-- which means increase the pull or the pressure on the brake levers gradually so that the
wheels will never lock, if at all possible. Always shift to neutral when stopping. Do not
let the engine idle in gear with the clutch disengaged. Riding the clutch or letting it slip
for long periods of time causes local overheating and unnecessary wear.
Always turn off the ignition when stopping the engine and close the petcocks when
standing still for longer periods.

Travel Preparations
We recommend taking along the following spare parts when taking longer trips: one air
filter cartridge, one set of spark plugs and light bulbs, cylinderhead and cylinder base
gasket, some screws and nuts M6 + M8, spring washers, tying wire, rubber bands (appr.
0.2" wide, cut off from motorcycle or auto tubes) one pneumatic tube (always replace
punctured tubes). Should you own a motorcycle with considerable mileage, we suggest
you bring it to a BMW dealer to have it checked thoroughly. Before going on a trip it is
important to check the functioning and condition of the light and ignition systems, the
cylinderheads, cylinders, pistons, clutch, brakes, control cables, carburetor, wheels and
tires. If any repairs are necessary they should be accomplished before you start on your
trip.
If a trip is intended to take several months and also cover countries with difficult travel
conditions, it is recommended to add the following to the already mentioned spare parts:
a set of ignition points, a centrifugal spark advance, and a set of control cables, to be
attached parallel to the cables in the cycle with adhesive tape.

Servicing
Servicing should be performed, if possible, only by an authorized BMW dealer.
Tool Kit supplied with the motorcycle.

15

The service operations are described in detail on the following pages, in the same
order as in the Service Schedule.
 Minor Major
Service Service
every every
3000 miles 6000 miles
1.Change engine oil, replace oil filter x1 x
2.Grease rear swing arm bearings x
3.Grease brake and clutch levers, throttle grip x x
4.Service battery x2 x
5.Transmission, oil level x x
oil
x3
change
6.Drive shaft housing oil level x x
oil
x3
change
7.Rear wheel drive oil level x x
oil
x3
change
8.Telescopic fork, oil change x3
9.Clean intake air filter x x
10.Check head and wheel bearing clearance x x
11.Brakes and Clutch x x
Check adjust carburetor, throttle cables, fuel
12. x x
valve
13.Check spark plugs x x
14.Check adjust breaker contact gap,
breaker lubricating felt, ignition timing x x
15.Check cylinder head nuts, valve clearance x
16.Check wheel spokes x
17.Check brakes x
18.Tighten nuts and screws x x
19.Test drive, final inspection x x
1
At least every 6 months, in winter every 1500 miles or every 3 months
2
At least once a month
3
At least once a year
Diagram of Lubricating Points
Figure 53

1. Filler hole, rear wheel drive

2. Drain hole, rear wheel drive
3. Filler hole, drive shaft housing
4. Drain hole, drive shaft housing
5. Grease fitting, foot brake linkage
6. Grease fitting, right hand swing arm bearing
7. Main flow oil filter
8. Oil drain, telescopic fork
9. Throttle assembly
10. Brake lever pivot
11. Oil dip stick, engine
12. Oil drain, engine
13. Filler hole, transmission
14. Oil drain, transmission
15. Grease fitting, clutch lever
16. Clutch lever pivot
17. Filler hole, telescopic fork
Figure 54

Servicing Item 1: Change engine oil, replace filter

cartridge
Change engine oil, only while engine is hot, during the Summer months every 3000
miles or after no more than 6 months. During the Fall, Winter, and Spring months
(below +50oF) every 1500 miles or after no more than 3 months. Unscrew socket head
screw (allen wrench size 8), let old oil run out and screw drain plug back in tightly,
watch for perfect tightness. If the oil filter shall be renewed during the oil change, at
first dismount filter and then drain oil.
Figure 16

16

Total capacity: 4.2 pints + .5 pint when oil filter is changed.

Oil level to the upper mark on the dip stick, never higher, see figure 14.
Type of Oil: See Technical Data
Replace Filter Cartridge every 3000 miles when changing engine oil. Remove cover
after unscrewing the three allenhead screws (allen wrench size 4). Unscrew hex head
screw (wrench size 17), lay aside with filter cover and o-ring. Pull out filter cartridge
with thin wire hooks and install new filter cartridge with new gaskets. Figure 17

17

Remove oil pan after the first 1000 miles by unscrewing the allen-head screws (allen
wrench size 5), clean thoroughly including oil screen and reinstall with a new gasket.
Figure 18

18
Servicing Item 2: Rear Swing Arm Bearing
Check fit of the rear wheel swing arm bearing every 12000 miles by pulling the swing
arm back and forth firmly, hold on to the lifting handle with your left hand while pulling
the swing arm with your right hand. Figure 19

19

Readjust if necessary. To do this, remove plastic cap, loosen lock nut with socket
wrench from tool kit, preload both bearing bolts with a socket wrench at 14.4 + 1.4 lb/ft
and loosen again, then retighten to 7.2 + 1.4 lb/ft and secure with nut (approximately 72
lb/ft). Figure 20

20
Grease rear wheel swing arm bearing with grease gun; use grease gun with tapered
head. Figure 21

21

Servicing Item 5: Transmission, oil level -- oil change

Check oil level every 3000 miles and op up if necessary with a brand-name oil of the
same type to the lowest thread of the filler opening; to do this, unscrew the filler plug
with an allen wrench (wrench size 8) make certain filler plug is sufficiently retightened.
Figure 24

24

Oil Change: Change oil after engine has reached normal operating temperature, once a
year, unscrew oil drain plug (wrench size 19) and then oil filler plug (allen wrench size
8). After the old oil has drained, replace the drain plug tightly. Fill with new oil. Figure
25

25

Amount of oil approximately 1.7 pints

Oil level lowest thread of the filler opening
Type of oil name-brand hypoid gear oil SAE 90

Servicing Item 6: Drive shaft Housing, Oil level -- oil

change
Check oil level every 3000 miles with motorcycle parked on the center stand. To do
this, remove the filler plug. Insert a pin into the filler opening deep enough to touch the
drive shaft. Remove and check the oil level, it should be 0.080 inches above the drive
shaft. Top up with name-brand oil of the same type; if necessary, retighten filler plug
(wrench size 17). Figure 26

26

Change oil while oil is at normal operating temperature, every 6000 miles, but at least
once a year. Unscrew oil drain plug and then oil filler plug (each use wrench size 17).
After old oil has drained, screw drain plug back in tightly. Fill with new oil. Figure 27

27
Amount of oil approximately 0.27 pints.
Oil level 0.08" over clutch cup with motorcycle parked
Type of oil name-brand hypoid gear oil SAE 90

Servicing Item 7: Rear Wheel Drive, Oil Level -- Oil

Change
Check oil level every 3000 miles and, if needed, refill to the lowest thread of the filler
opening (see arrow) with name-brand oil of the same type; retighten filler screw
(wrench size 8) with allen wrench. Figure 28

28

Change Oil while oil is at normal operating temperature, every 6000 miles but at least
once a year. Unscrew oil drain plug (wrench size 19) and then oil filter plug (allen
wrench size 8). After the oil has drained, replace drain plug tightly. Fill with new oil.
Figure 28

Amount of oil approximately 0.5 pints

oil level lowest thread of filler opening
Type of oil name-brand hypoid gear oil SAE 90

Servicing Item 8: Telescopic Fork -- Oil Change

every 6000 miles, but at least once a year.
Extend telescopic fork completely with motorcycle parked on the center stand. Remove
rubber caps from the bottom plugs of the fork legs, unscrew hex nuts (wrench size 13)
while holding the internal hex (wrench size 4) of the damper tube ends. Figure 29

29

Unscrew cover caps on top with pin wrench (from tool kit) to bleed the fork tubes.
Figure 30

30

Pull down both fork legs, let oil drain. Screw in bottom nuts, fill with new oil. Initial
filling capacity 280cc per fork leg, after draining, refill capacity 265cc.
Types of oil: Shock absorber oil Shell Aero Fluid 4, Shell 4001, Castrol BMW shock
absorber oil or BP OLEX HL 2463 (Aero-Hydraulik).

Servicing Item 9: Intake Air Filter

Remove air filter cartridge every 3000 miles -- more often in dusty regions -- tap out
dust carefully and blow out from inside with compressed air. Replace filter cartridge
every 6000 miles; under extreme conditions replace more frequently. A clogged air
filter cartridge increases fuel consumption and reduces power output. To remove the
air filter cartridge, tie kick starter to foot rest, remove air intake tube, unscrew allen
head screw (wrench size 5). Turn left half of the air filter housing to the side, and pull
out filter cartridge. Figure 31

31

Servicing Item 10: Play in Steering and Wheel

Bearings
Check the steering head play after the first 1000 miles. To do this, put motorcycle on
center stand, hold on to both fork legs from the front and check for play by alternately
pushing and pulling. No free motion must be noticeable -- otherwise readjust the
steering head bearings. Figure 32

32

To do this, remove the steering damper knob, also the upper cap and lock washer.
Dismount head light but do not disconnect, let it hang down but protect it and the fender
with rags. Remove the right handlebar clamp by removing the two hex nuts (wrench
size 13); loosen left handlebar clamp. Remove clamp bolt from clamp ring (allen
wrench size 6). Loosen centering nut (wrench size 36) with box wrench (from tool kit).
The steering-head play can now be adjusted. Push the pin (from tool kit) through the
opening of the clamp ring into one of the holes of the split nut and turn clockwise to
tighten and counter-clockwise to loosen. Figure 33

33

Reassemble in reverse order.

Caution! Tighten clamp ring first, then tighten centering nut with approximately 87
lb/ft.
Recheck play; if properly adjusted, the fork will fall to its left or right end position by
its own weight. To make certain that the wheel bearings have no play, check every
3000 miles for axial play with the motorcycle on the center stand and the wheel off the
ground. No play must be noticeable. Figure 34

34

The wheel bearing should be greased and adjusted every 6000 miles. This can be done
only by your authorized BMW dealer. He has the right tools and training to do this
properly. Every 12000 miles, check whether the wheel hubs are packed sufficiently with
grease. Check under Technical Data for the proper grease.
Also this work should only be made by an authorized BMW workshop.

Servicing Item 11: Brakes and Clutch

Check brakes regularly, at least every 3000 miles, for their effectiveness and suffient
lever travel.
Adjust front brake, hand lever to have a play of 8-15mm (1/4"-1/2") by turning the
knurled screw 1 after loosening the lock nut 2. Figure 35

35

Loosen lock nut 2 (wrench size 13) of the adjustment cam 1, turn internal hex to the left
with an allen wrench until it is tight, then turn it back to a point where the lower front
brake lever has a free movement of 4mm, measured at the cable anchor (3), before the
shoe is fully applied. Tighten lock nut 2. Now adjust the cable, but turning the nut 4
(wrench size 10) while holding the sleeve (wrench size 4), to get a free movement of the
upper brake lever before the uuper shoe is fully applied. Figure 36

36
Adjust the foot brake by turning the wing nut at the end of the brake rod to the right
until the rear wheel barely starts braking. Then back the wing nut off 3-4 turns.

Caution! If there is too little free movement, the brake could lock during operation.
Figure 37

37

The clutch is properly adjusted when there is play of approx. 0.08" at the clutch lever 3
on the transmission. The play is increased by turning the knurled cable adjuster into the
clutch lever hand joint, and decreased by unscrewing it. When this adjustment
possibility is exhausted, the play can be decreased by tightening the clutch adjustment
screw 2 (wrench size 10) after loosening the lock nut 1 (wrench size 13) at the clutch
lever on the transmission, and increased by turning it out. Lock the adjustment screw.
Figure 38

38

Servicing Item 12: Carburetor, throttle cables,

petcocks
Clean carburetor every 3000 miles, this should be done by an authorized BMW dealer.

In an emergency, the carburetors may be disassembled and all fuel and air passages,
float needle, main and idle jets, as well as the float bowl, should be blown out with
compressed air. While doing this try not to turn the throttle stop screw for the throttle
slide or butterfly 1.
When reassembling, turn the idle air (idle mixture) screw or idle mixture regulating
screw 2 in fully. Then turn back for R 50/5 by 0,5-1,5 turns, for R 60/5 by 1/4-11/4 turns
or for R 75/5 by 1 turn.
Figure 39 R 50/5, R 60/5
Figure 40 R 75/5
39

40

Insert throttle slide (R 50/5, R 60/5) dry, and tighten the ring nut tightly by hand
(without plyers); make certain that the locating tab of the cover is placed properly into
the recess of the housing.

Insert vacuum piston (R 75/5) with diaphragm and needle valve without oil; place the
locating pin of the diaphragm so that it fits into the corresponding recess of the upper
part of the carburetor. The two pressure equalization holes in the vacuum piston must be
positioned near the butterfly. The upper diaphragm housing has to be positioned in such
a way that the cable adjustment screws are positioned near the butterfly and choke
levers. Insert the four screws and lock washers and tighten crosswise. When correctly
mounted, the diaphragm, only by its own weight, should be moveable in both final
positions on the guide bore. Install throttle cables and adjust to a free play of (.02--.04"),
with throttle grip closed. If necessary, adjust cables by loosening lock nut (wrench size
9) and make preliminary adjustment. Turning adjustment screw to the left reduces free
play, turning it to the right increases it. Both cables have to be adjusted exactly alike.
Figure 41

41

Adjust the idle while the engine is running, and after it has reached normal operating
temperature, with the throttle fully closed. Put adaptor (antistatic cartridge Beru EP 1)
into spark plug cap. This prevents the spark plug cap from being damaged while it is
removed from the spark plug and is placed on the cylinder while the engine is running.
The proper idling speed is between 600 and 800 RPM. If the engine idles at that speed,
check for even speed of both cylinders by alternately removing the spark plug cap.
Observe the tachometer or listen for even running during this check.

If the speed of both cylinders is uneven or if the idle speed is insufficient or excessive,
adjust the carburetors as follows: model R 50/5, R 60/5: correct this by adjusting the
slide stop screw 2, clockwise to increase, counter-clockwise to decrease speed.

For finding the most favorable petrol mixture turn idle air screw 1 carefully in either
direction. The correct mixture adjustment has been found when the cylinder runs the
fastest. Lock idle air regulating screw. Perform the same operations on the opposite
carburetor.
Figure 42, R 50/5, R 60/5
Figure 43, R 75/5

42

If the engine speed is now still not the prescribed 600-800 RPM, it can be decreased by
turning the throttle slide or butterfly stop screws 2 on both sides simultaneously
counter-clockwise or it can be increased by turning them clock-wise.

Model R 75/5
Adjust calbes of the starting device exactly alike to a free play of .02-.04". Back off
completely on both carburetors the cable adjustment screw, so that the butterfly lever is
not suspended on the throttle cable. Position the idle mixture regulating screw 1 and the
butterfly stop screw 2 of both carburetors into the basic setting: for this purpose, turn
the idle mixture regulating screw in fully, then turn it counterclockwise one turn. Turn
the butterfly stop screw inward until it just contacts the stop of the butterfly lever; then
turn the butterfly stop screw inward one turn. Operate cold engine to normalize engine
temperature; axtuate choke for starting.

Turn idle mixture regulating screw of both carburetors carefully in either direction until
best engine idle "Feel" is obtained (when cylinder runs the fastest).

Continue carburetor adjustment alternately on the left and right carburetor. Gradually
back off the butterfly stop screw and after each turning motion try to obtain best
posssible idle speed by means of the idle mixture regulating screw. Repeat this
procedure until the cylinder to be adjusted ceases to function after a few working
strokes, when operating alone (spark plug cap of the opposite cylinder being with-drawn
and provided with adaptor). According to recent experience, the correct mixture
adjustment has been found when the engine idles at 600-800 RPM.
Caution: never allow the engine to idle for more than 10 minutes.
Figure 43 R 75/5

43

To adjust the transition from idling to the part load range, turn the throttle slightly
so that the idling speed increases slightly. Check by alternately removing the spark plug
cap whether both cylinders operate evenly. If necessary, adjust the throttle cable of the
slower cylinder to have less free play. Secure with hex nut (wrench size 9).

Fuel Petcock
Disassemble adn clean the screen of the fuel petcock every 6000 miles.
1. Close the fuel petcock -- lever 4 points down
2. Unscrew octagonal nut 8 (wrench size 24).
3. Remove hose connection 7 and screen 5, clean screen in gasoline and blow out.
4. Replace gasket 6, if damaged. Reassemble screen 5.

To remove the fuel petcock

1. Empty fuel tank.
2. Nut 1 (wrench size 24) has a right-hand thread on the fuel tank side and a left-hand
thread on the petcock side. Turn the nut to the left while holding the fuel 3; remove fuel
petcock 3 and nut 1.
3. Use new gasket 2 for reassembly. Position wider smooth portion of nut 1 up, and
make both threads of nut 1 engage the fuel petcock and the fuel tank simultaneously.
Caution -- the fuel tank should never be completely empty of fuel so that the gasket
will not dry out.

Servicing Item 13: Spark Plugs

Check the spark plug electrode gap with spark plug gage every 3000 miles and before
installing new spark plugs. If necessary, adjust the gap to the specified size of a = 0.024
+ 0.004" by bending the side electrode. Figure 44
Do not clean spark plugs with a metal brush, -- apply a graphite lubricant to the threads
before screwing the plug into the cylinder head. It is a good practice to replace the
spark plugs every 10000 miles.

44

Servicing Item 14: Breaker Contact Gap, Breaker

Lubricating Felt, Ignition Timing
Check the breaker contact gap every 3000 miles: First remove battary cable, then
remove the generator cover by removing the three allen-head screws (wrench size 5). If
no dwell angle meter is available, proceed as follows: Remove spark plugs, insert 6 mm
allen wrench into the alternator rotor bolt and turn engine clockwise in direction of
rotation until breaker lever lifts off fully. If necessary, contacts can be cleaned with a
contact file; however the best practice is to replace them. Check contact gap with feeler
gage 0.014 to 0.016". To adjust the breaker contact gap: loosen set screw slightly,
position screw driver between the two little pins and into the slot of the breaker anvil
and set to 0.014 to 0.016". Tighten set screw 1 and recheck contact gap. Figure 45

45

Rub a small amount of Bosch grease Ft 1 v 4 into the lubrication felt every 6000 miles
and check whether the felt rests properly on the cam. Remove the centrifugal advance
unit every 6000 miles. To do this, first remove the hex nut (wrench size 10). After you
withdraw the advance unit lubricate the shaft with Bosch grease Ft 1 v 22 or 26. Watch
for proper spring action. Check ignition every 3000 miles or after each readjustment of
the breaker contact gap.
(a) Connect one terminal of test lamp to condenser 1, the other to ground 2, with
ignition switched on. Figure 46

46
Test lamp must light up when the "S" marking at the flywheel coincides with the
window marking as the engine is turned clockwise (direction of engine rotation) -- (fly
weights at rest). Figure 47

47

The ignition timing may fluctuate between the left and the right cylinder a maximum of
2o (which corresponds to 0.1" of the flywheel diameter).
(b) Put timing light between spark plug cap and spark plug and direct light against the
flywheel periphery in the window with the engine running. At idling speed of the engine
(600 to 800 RPM), the flywheel marking "S" (late spark) must appear in the window as
a bright line; if the bright line is above center, the spark is too far advanced, if below
center, the spark is too far retarded. By increasing the engine RPM the "S" mark will
disappear toward the top (movement starts approx. at 800 RPM) until the flywheel
marking "F" (advanced timing) appears in the window from below at 3000 RPM (full
advance).
Adjust timing: Loosen the two slotted screws 1 in the breaker base plate. Turning the
base plate in the direction of rotation retards the timing; turning it against the direction
of rotation advances the timing (direction of rotation of crank-shaft and cam-shaft is the
same). After completion of adjustment retighten the two screws. Figure 48

48

When checking the ignition timing with a test lamp, turn the engine approximately 45 o
against the direction of rotation before test (test lamp goes out). This will eliminate any
possible lost motion. Recheck timing with timing light. If the timing is incorrect, check
trueness of shaft (max. 0.0008") and ease of travel of the cam of the centrifugal advance
unit on the shaft.

Servicing Item 15: Cylinder Head Nuts Valve

Clearance (with Engine cold)
Check the torque of the nuts of the four cylinder head nuts and the two cylinder head
nuts every 3000 miles. First remove the hex nut (wrench size 14) as well as both lateral
nuts (wrench size 10) and remove rocker arm cover. Figure 49

49
If necessary, retighten cylinder head nuts and nuts as shown on diagram with torque
wrench (25 + 2.8 lb/ft). Figure 50

50

Check valve clearance -- required after each retightening of the cylinder head nuts --
with feeler gage between valve stem and rocker arm when engine is stopped and cold.
To do this, unscrew spark plugs and turn engine over with allen wrench (wrench size 6)
at the alternator rotor bolt until the cylinder to be adjusted is at compression top dead
center. Both valves are closed. If necessary, readjust clearance (wrench size 12) after
loosening the lock nut (wrench size 12), secure with lock nut, recheck valve clearance.
Figure 51

51

Servicing Item 19: Tighten nuts an bolts

The correct torque of the following nuts and bolts is to be checked every 3000 miles.
 Name Wrench Size
1.Axle nut front and rear, torque 32.5 lb/ft. 22 mm
2.Engine mounting screws, front and rear 19 mm
3.Hose clamps:
a) Telescopic fork top and bottom
b) carburetor
c) Between drive shaft and transmission
4.Tightness of rocker arm cover
1 x cap nut 14 mm
2 x hex nut 10 mm
5.Finned exhaust pipe nut
(tighten when engine is cold) Hook Wrench
Ordering No.
338/2
6.Shock absorber mounting rear (top and bottom) 17 mm
Muffler suspension 2 screws with hexagonal recessed
7. 5 mm
holes
each clamp,
2 hexagonal cap screws 13 mm
8.Fuel petcocks to tank 24 mm
9.Engine to transmission, 1 nut 12 mm
3 screws with hexagonal recessed holes 6 mm
10.Timing chain cover to engine,
9 allen crews 5 mm
3 allen nuts 5 mm

Servicing Item 20: Test Ride, Final Inspection

A test ride is to be taken after every service to check the motorcycle for safe operation.
Watch in particular for proper functioning of the brake and the ease of operation of the
steering.
Final inspection includes checking the condition of the tires, the air pressure in the tires,
and the proper functioning of the lighting and signal system.

What to do when ...

Removing and reinstalling the front wheel

1. Put motorcycle on center stand.

2. Remove axle nut 7 (wrench size 22) and washer.
3. Unscrew upper stop nut 6 of the brake plate torque arm 3 (wrench size 13),
holding the allen-head screw (wrench size 6) with an allen wrench, pull torque
arm 3 forward.
4. Loosen axle clamping screw 2 with allen wrench (wrench size 6). Pull out wheel
axle 5 with mandrel.
5. Pull wheel forward slightly, take brake anchor plate 4 out of wheel hub, remove
wheel.
 6. Reassemble in reverse order. Clean and lightly grease the wheel axle before
inserting it. Pump the telescopic fork several times before tightening the axle
clamp bolt 2 in order to avoid binding of the fork legs.

Figure 55

55

Removing and reinstalling the rear wheel

1. Put motorcycle on center stand.

2. Unscrew axle nut 2 (wrench size 22) and put aside together with washer. Loosen
clamp bolt (wrench size 13), pull out wheel axle 1 with mandrel over the
inclined plane.
3. Pull wheel off toward the left swing arm and pull out toward the left rear.
4. Reassemble in reverse sequence. Clean and lightly grease axle before inserting it
into the wheel. Rotate wheel while axle is being pushed in. Tighten clamp bolt
last. The hole in the head of the axle should be horizontal.
Figure 56

56

Tire Changing
To remove the tire, deflate, push the tire from the rim inward. Unscrew valve nut, push
valve into tire. Observe the safty notches in the rim. Push the tire bead into the rim well
on the side opposite the safety notches and start lifting the bead off the rim on the side
of the safety notches with the tire irons. Remove tube and completely remove tire from
wheel in the same manner. Figure 57

57

To mount the tire, push the tire bead into the rim well on the side opposite the safety
notches; the red point of the tire should be in height of the valve. Lift the tire over the
rim flange step by step, without using force, and uniformly on both sides with the help
of the tire irons, apply talcum powder. Insert tube and secure valve with the lock nut; do
not tighten lock nut; turn it on 4-5 turns; inflate slightly. Push the second bead of the tire
over the rim into the rim well, again first on the side opposite safety notches; in doing
so, the valve must be pushed back until the safety nut makes contact. Proceed to push
the tire bead over the rim flange with the tire irons. Inflate tire, make certain that the
check line has an equal distance from the rim edge over its entire circumference on both
sides. Balance tire. Figure 58

58

Head Light Bulbs, Bulbs for Control Lights, Speedometer Lighting, and Turn
Signals should be replaced as follows
Use screw driver to pry the headlight rim off the head light. Remove bulb holder from
reflector. To remove bulb from holder, push it in and twist and then withdraw. When
refitting the bulb holder take care that the locating tab of the holder lines up with the
recess on the reflector. Figure 59

59
Remove the parking light bulb from the reflector through the bulb holder opening. Do
not touch the reflector surface. All sockets for the control lights and the speedometer
lighting can be withdrawn from their receptacles. The bulbs can be removed by pushing
them into the socket while simultaneously turning them to the left.
Caution! The charging indicator light (red) must be lit when the ignition switch is
switched on. The charging of the battery during operation depends upon the charging
control light working properly; use only a 12 V 4 W bulb. Pull flasher from its socket.
When reassembling, place head light insert into the top of the edge of the head light
housing, push it against the head light housing at the bottom making certain that the
locating tab is properly positioned. Ascertain that the holding springs are fully engaged.
Disassembly of turn signals and tail/stop light

The turn signal lens and tail light lens can be removed after the two philips-head screws
have been removed. The turn signal and tail light bulbs are removed by pushing them in
and simultaneously turning them to the left. Figures 60 and 61

60

61
Observe the marking "top" when reinstalling the turn signal lens. Make certain that the
clear portion of the tail light lens faces down.

Head Light Adjustment

Check the pressure and correct, if necessary. Place motorcycle on its wheels with the
rider aboard on a level surface 161/2 feet from a light-colored wall. The rear springs
should be set for solo operation. Measure distance from ground to head light center,
mark this distance on the wall with a cross and draw another cross 2" below the first
one. Switch on low beam and align the head light, so that the bright-dark boundary runs
from the left, from the center of the lower cross, rising to the right to the horizontal line
of the upper cross (161/2 feet) and then falls off. Figure 62

62

Engine Problems, Causes and Corrections

Engine does not start or starts

1.
poorly
Cause Remedy
Fuel tank empty Fill tank
Fuel petcock closed Open petcock
Throttle grip turned on too far
Close throttle grip
when engine is cold
Clean air filter cartridge or
Air filter clogged
replace it
Leaking or clogged fuel line Stop leak in line or blow it out
Defective float needle Replace needle valve
Clogged idling jet Clean jet
Contaminated breaker points Clean points
Loose or defective ignition cable Check cable; replace af necessary
Wet spark plugs due to
Clean spark plugs
condensation or too much fuel
Breaker contact gap or spark plug
Correct gap
electrode incorrect
should be
Sticky valve Remove possible
performed
carbon deposits by an autorized
from valve BMW dealer
 Have battery charged in service
Dead battery
station.
Caution! Charge battery only
with + and - cables removed.
Engine starts, but idles
2.
irregularly
Carburetor set too rich or too lean Readjust carburetor
Valve clearance insufficient Readjust valve clearance
Leaky valve Have valves ground
Leak between cylinder and head should be
Check cylinder and
gasket or carburetor performed
by an
carburetor connections
authorized
for leaks BMW dealer
Low compression Have valves ground
Check piston rings
or rebove cylinders
Hot engine idles irregularly
3.
Exhaust smokes
Float needle valve leaks, idle Repair valve; readjust idle
mixture set too rich mixture
Engine runs irregularly, stalls
4.
Occasionally
Spark plug electrode gap too wide Readjust electrode gap
Oily or sooty spark plug Clean or replace spark plugs
Cause Remedy
Ignition cable wet or defective Dry or replace cable
Spark plug cap shorted Dry or replace plug cap
(recognizable by sooty burned
spots)
Defective ignition system Replace defective parts
Clogged carburetor jets Clean jets
Clogged fuel line Clean the fuel line
Condensed water in float bowl Clean float bowl
Engine runs excessively hot,
5.
keeps running after ignition
is turned off
Check and readjust carburetor,
Fuel mixture too lean
check jet selection
Timing off Check and readjust ignition
Breaker contact gap off Check and readjust points
Dirty engine cooling fins Clean cooling fins
Spark plug heat value too low Use specified spark plugs
6. Engine pinks under load
Fuel octane rating too low Use name-brand fuel
Heavy oil carbon residues in Clean pistons, for which cylinder
combustion chamber head must be removed,
see your BMW dealer
Timing too far advanced Correct timing
7. Starter does not work
 Isolation of the gliding ring Press down kick-starter
caused by cold wheather

Specifications
1. Engine

The engine in the R 50/5, R60/5 and R 75/5 is an air-cooled, two-cylinder, four cycle
spark-ignition engine.
The engine housing is designed as a one-piece tunnel housing, reinforced by internal
gussets; it accomodates the crankshaft and the camshaft.
The one-piece crankshaft is drop-forged steel. Great rigidity is achieved by amply
dimensioning the main journals which overlap the connecting rod bearing journals. The
main and the connecting rod bearing surfaces are treated to have a high surface hardness
and abrasion resistance.
The crankshaft runs in three-layer bearings, pressed into a die-forged alloy bearing
retained in the front and into the crankcase in the rear. Careful dynamic balancing of the
crankshaft assures minimum vibration. The split connecting rods run on the crankpins
also in three-layer bearings. They are die-forged, with an I-profile. The expansion-type
connecting rod bolt is screwed directly into the connecting rod caps. Locating pins
assure insert alignment. The wrist pin runs in a bronze bushing.
The camshaft is a case-hardened die casting, phosphated for better glide characteristic.
It is located below the crankshaft and runs directly in the engine housing in the rear and
in a flanged aluminum bearing in the front. In the rear, the camshaft carries the internal
rotor of the oil pump. It is driven from the front through a sprocket. The ignition
advance unit and the tachometer drive gear is also located in the front of the camshaft.
The pistons are aluminum alloy cast and equipped with three piston rings; the top ring
is hard-chromed, the second is a nose ring, the third is an oil scavenger ring. The large
dimensioned off center wrist pin is floating and is secured against axial movement by
circlips.
The cylinders are cast iron sleeves with aluminum fins manufactured by utilizing the
Al-Fin process. This assures excellent heat dissipation thereby assuring good oil
adhesion. Two push rod protection tubes are pressed into the bottom of the cylinder and
sealed against the motor housing with rubber sleeves; they also serve as oil return tubes.
The cylinder is sealed to the engine housing with a combination aluminum fiber gasket,
and to the cylinder head with a metal-asbestos gasket.
The aluminum alloy cylinder head is carefully fined and equipped with shrunk-in valve
seats (fine pearlitic gray iron for the intake, high alloy gray iron for the exhaust). The
valve guides are press-fitted.
With the cylinder interposed, the cylinder head is connected to the engine housing by
four through-bolts. In addition, two bolts connect the cylinder head directly to the
cylinder. Attached to the through-bolts are, at the same time, also the rocker arm blocks.
The rocker arms pivot on floating bronze bushings. This cylinder head design utilizing
pressed-in sleeves and protection tubes permits the cooling air to reach the areas that are
subject to the highest temperatures, this assures maximum cooling.
The valves are actuated by the camshaft through hardened followers, push rods, and
rocker arms. A duplex chain drives the camshaft at half the crankshaft speed. The
stretching of the duplex chain is compensated for by a spring loaded (leaf spring) chain
tightener. The push rod has approximately the same coefficient of expansion as the
cylinder, maintaining constant valve clearance.
The exhaust valves have a highly heat conductive, ferritic, stem and an austenitic, scale
resistant, head; in addition, the valve stems are hard-chrome plated, the valve seat has a
coating plated onto it. The keeper arrangement allows the valves to rotate during
operation.

2. Lubricating System

The engine has a high pressure lubricating system with a main flow filter. The oil pump
is an Eaton trochoid-gear pump, driven by the camshaft. It sucks the oil from the oil pan
through an immersed bell with a perforated screen, pumps it through the main
lubricating passages into the main flow filter and from there through an annular passage
in the camshaft bearing flange to the annular passage in the main bearing cover. From
the annular passage of the bearing cover the oil flows, first, through a hole in the left
side wall of the engine housing to the rear main bearing and then, through two holes
leading obliquely upward in the two side walls of the engine housing, to the upper tie
rod bolts. Through the two upper through bolt holes in the cylinder it gets to the tappet
bearing blocks and shafts; there it lubricates the tappet bearings and the valve
mechanism. From the two already mentioned oblique holes in the left and right housing
wall, passages, also oblique, lead to the annular groove of the cylinder from which the
cylinder wall is lubricated. The connecting rods are lubricated through holes in the
crankshaft, receiving their oil from the annular groove of the front or rear main bearing
sleeve. The rear camshaft bearing is lubricated directly by the oil pump. The timing
chain dips into the oil sump and splashes oil over all parts inside the timing cover.
The crankcase ventilation is accomplished by guiding the fumes against the direction
of rotation of the crankshaft, through a settling chamber in which the oil mist can
separate to a check valve. From there it is introduced into the intake.
3. Carburetors

Concentric float Carburetor

Models R 50/5 and R 60/5

The models R 50/5 and R 60/5 are equipped with two Bing slide type carburetors with a
26 mm throat with removable, concentric float housing. The carburetors are inclined
and attached to the cylinder head with a clamp ring.
The ruel flows into the float bowl 4 and is there kept at a constant level at all times by
means of the plastic double float 5 which actuates the float needle valve 11 through a
coupling 10. For starting, the fuel level can be raised temporarily by depressing the
tickler so that the engine receives a richer mixture. The outside of the float housing is
vented. From the float housing, the fuel goes to the main and the idle jets. The main jet
6 is screwed into the lower mixing tube end 8 together with the main jet support 7. The
needle jet 12, into which a conical needle 16 is immersed, is located at at the upper
mixing tube end. The needle, together with the throttle slide 17, is raised and lowered by
the throttle cable 18. The throat and main fuel discharge nozzle are thereby varied
simultaneously. A small amount of air passes through passage 14 thereby aerating the
fuel in the main fuel discharge nozzle to aid the atomization. The piston 9 of the
accelerating pump, located in the mixing tube 8 and actuated by the slide needle,
enriches the fuel/air mixture during slow and fast acceleration. In the carburetor throat
15 the fuel strikes the intake air and is now fully atomized before it reaches the engine's
combustion chamber.
The fuel sucked from the float chamber through the idling jet 3 is mixed with the air
flowing in from an idle air passage 1, hte volume of which is adjusted by the idle air
regulating screw 13, and it enters the air funnel directly behind the throttle slide through
a small hole 2. A richer mixture is obtained by screwing the idle air regulating screw in,
a leaner mixture by screwing it out. The idle speed is regulated by the throttle slide stop
screw. The fuel/air mixture is adjusted with the idle mixture screw. A provision is made
to allow fuel to flow overboard in case the gastank fuel petcock is left on.
The vacuum type carburetor with
butterfly (Model R 75/5)

The model R 75/5 is equipped with two Bing vacuum type carburetors with a 32 mm
throat with concentric float bowl. The carburetors are inclined and flexibly attached to
the cylinder head through a rubber sleeve and two clamps. The fuel enters the float
housing 8 where it is kept at a constant level a tall times through a plastic double float
13 which actuates the float needle valve 9 through a pivot. The float bowl is vented in 2
places.

Main jet system

The fuel reaches the air intake throat by passing through the main jet 10, the jet holder
12, the needle jet 14, the pre-atomizer 4 where it is premixed and then introduced to the
intake air through a passage 6. In the throat 3, the fuel/air mixture meets the incoming
air stream and, after intensive atomization, enters the combustion chamber. The air
volume is controlled by the vacuum piston 20 to which a diaphragm 22 is attached:
The vacuum in throat 3, increases when the butterfly valve 21, is opened, this is felt in
the vacuum chamber 23 which is connected through two passages 19 in the vacuum
piston 20, with the throat. The space 1 below the diaphragm 20 is connected directly
with the intake opening through the hole 2; for this reason, the pressure here is higher
than in the throat.
The diaphragm 22 now effects a pressure equalization by lifting the vacuum piston 20
so far that the pressure below the vacuum piston assumes its original value again (equal
pressure carburetor). The piston has a certain position for each opening of the butterfly
and engine RPM.
Besides the vacuum prevailing in the intake port, the amount of fuel is controlled, under
full load, but the main jet 10, in the partial load range by the jet needle 11 attached to
the vacuum piston 20; depending upon the the position of vacuum piston, it opens a
greater or smaller annular cross-section in the needle valve 14.

The idle system functions completely independently of the main jet system. The fuel
sucked through the idling jet 16 is mixed in the chamber 17 with the air coming from
the idling air passage 5, and enters the throat behind the butterfly valve 21 trough a
small passage. The fuel mixture for idling can be regulated by means of the idling
mixture screw 15 and the idling fuel quantity can be adjusted by means of the butterfly
valve set screw.
A by-pass passage 18, is provided to aid the transition from the idle to the main fuel
system. It becomes operative only when the butterfly valve 21 is open slightly.

The starting device of the butterfly valve carburetor is a complete auxiliary carburetor
which is equipped with a rotary valve. It functions only during starting and when the
engine is cold. It can be turned on and off by the operator through cables. A space inside
the float housing is designed as a starter fuel reservoir, into which a starter immersion
tube is introduced from above. The vacuum developing when starting now has its effect,
since the butterfly valve is almost closed (idling position) on the escape passage of the
chocke behind the butterfly valve and, hence, also upon the starter immersion tube; the
fuel in the starter reservoir, being replenished from the float bowl, is thus syphoned off
and mixed in the mixing chamber of the rotary valve with the starter air entering
through a calibrated hole, forming a bubbly mixture. This very fuel-rich starter mixture
then meets the air flowing through the butterfly valve gap and forms the starting
mixture which assures perfect starting, even at low temperatures. After the engine has
started, a pre-emulsion is formed in the starter immersion tube through a calibrated air
hole, which makes the starting mixture leaner to the point where continued smooth
running of the engine during the start is assured.
Turn off the choke system as soon as possible so as to avoid excess fuel consumption
and a wash-off of the oil-film from the cylinder walls.
The carburetors are adjusted at the factory, to operate with commercially
available fuels. Changing the jets and the position of the needle is required only in
special cases and should be left to the specialist.

4. Clutch

A single disc dry clutch connects the engine crank shaft and the transmission input
shaft 8. When the clutch is engaged the diaphragm spring 2 presses the pressure plate 3
and the clutch disc 6 against the pressure ring 7 which is bolted to the flywheel 5. This
establishes the power connection between transmission and engine, since the flywheel is
rigidly connected to the engine crank shaft, and the clutch plate is connected rigidly to
the transmission drive shaft.
A diaphragm is spot welded to the pressure plate 3 between flywheel and pressure ring.
This diaphragm allows the pressure plate freedom of axial movement, and it transmits a
part of the engine torque.
The clutch plate, equipped with bonded friction lining, is mounted on the splines of the
tranmission input shaft and is movable in an axial direction. Spacer bushings 1 between
flywheel 5 and pressure ring 7 provide slots through which the abraded clutch particles
can escape. The slots also facilitate cooling of the clutch.
To disengage the engine from the transmission, the clutch lever 10, actuated by the
clutch cable, presses through a push rod 12 against the pressure plate 3, this compresses
the diaphragm spring 2; The contact between the clutch plate and the pressure plate and
the pressure ring 7 is interrupted. The clutch lever pivots in a bearing block cast into the
transmission cover. After the clutch hand lever is released, the clutch lever is returned
into its initial position by a spring 11.
5. Transmission

The four-speed transmission is mounted directly to the engine housing. The

transmission permits changing the gear ratio to permit the engine to operate in idle RPM
ranges at all times. The transmission consists essentially of an input shaft, counter shaft,
and output shaft, all three of which are carried front and rear in over-rated ball bearings;
and of the shifting mechanism. The input shaft has in front, the drive gear and in the
rear, the gear to actuate the kickstarter. The clutch push rod is located inside the input
shaft. The drive gear is mounted with a cushioning device to absorb shock. The counter
shaft and output shaft have 4 gears each which are constantly meshed.
Shifting is accomplished by pushing the foot shift lower up or down. A segment gear
turns the shifter cam plate when the foot shift lever is actuated; The 2 shifter forks are
engaged in slots provided in the cam plate and into sliding dogs. The 2 dogs engage into
the appropriate gear. The 2 dogs have 7 windows which engage into 7 corresponding
dowels on each gear. The dogs are splined on the haft and move axially between 2
gears, thereby engaging them. To prevent the gear from slipping out the cam plate is
spring locked with a pawl.
In neutral, a contact pin mounted on the shifter cam plate closes a circuit, the green
indicating light in the headlight instrument cluster lights up, indicating neutral.
6. Frame

The double loop tubular frame made of oval tubes of great strength is of welded
construction. In the area of the steering head, the transom tubes intersect the spinal tube.
This permits a certain longitudinal elasticity of the steering head without affecting the
very great torsional rigidity. Moreover, the tunnel for the fuel tank can be kept very
shallow.
The rear portion of the frame, a very light triangular structure, is bolted to the double
loop tubular frame and is readily detached.
The passenger foot rests can be folded. They are adjustable for the most comfortable
position.
The engine is mounted in the frame with 2 studs, interconnecting both frame transoms.

The fuel tank, capacity is approximately 6.35 gallons. The fuel tank is rubber mounted
with a form fitting rubber element in front, on two vibration dampening rubber blocks in
the rear. This eliminates stress. Two wing nuts enable quick removal.
Two fuel petcocks are screwed directly into the tank. They are equipped with two fuel
intake tubes each, the longer one being so dimensioned that a fuel reserve of 1 gallon
remains in the tank. The same fuel level in both tank halves is assured due to an
equalizer line which passes through the air filter chamber.
For parking, the motorcycle is provided with a center stand and a side stand.
The chassis is not suited for side car use.

7. Rear wheel drive

The rear wheel is driven by a drive shaft which runs in an oil bath in the rear swing arm.
The universal joint mounted on the drive shaft on the transmission side, is bolted to a
drive flange mounted to the taper of the output shaft of the transmission. An internally
splined coupling is mounted to the rear of the shaft and is connected to the rear drive.
The teeth are curved to allow lateral movement. This helical tooth coupling
compensates for the required variation in the length of the drive-shaft.
The rear wheel drive pinion runs in front in a double-row, slanting ball bearing with
split inner race; in the rear in a needle bearing; the spur bevel gear with which it meshes
runs in a needle bearing on the outside, in a ball bearing on the wheel side. Drive pinion
and spur bevel gear are spiral gears which run completely noiselessly due to their
careful running-in treatment and adjustment during assembly. The bevel gear dips in an
oil bath and supplies the bevel gear set and the bearings with oil. A splined connection
takes over the function of power transmission from the bevel spur gear to the rear
wheel. This connection makes dismounting of the rear wheel easy.
The rear wheel drive housing and the housing cover are made of a very strong
aluminum alloy and are bolted together. The rear wheel drive is vented through a
passage, located in a dome, cast in the upper portion of the housing.
To prevent possible oil leakages through the radial sealing ring located in housing cover
toward the brake linings spurious oil is directed through a hole, next to the drain plug,
overboard. The ratio of of the rear wheel drive varies, depending on the model (see
Technical Data).
8. The telescopic front fork

The fork stem of the telescopic front fork turns in two tapered roller bearings to assure
rigid frictionless mounting without play. An upper steel fork yoke and a lower forged
aluminum fork yoke hold the hard chrome plated steel fork tubes. The aluminum fork
legs slide up and down on the fork tubes. The shock absorbers are fastened into the
bottom of each fork leg. The shock absorbers thus slide inside the fork tubes. A nozzle
is screwed into the bottom of each fork tube. These nozzles provide damping on
extension while calibrated holes in the shock absorber itself provide damping on
compression. An important role is played in this process by the damper chamber located
between the hydraulic piston screwed onto the shock absorber tube and the damping
nozzle. The valve attached on the bottom of the hydraulic piston closes the damper
chamber on extension (in tension) so that oil must flow through the damper nozzle and
opens it under compression so that the oil can escape through the calibrated holes in the
damper tube and return from the spring chamber into damper chamber. Since the
outside diameter of the damper tube is tapered conically at both ends, the damper nozzle
provides for a hydraulic stop in the lowest and highest fork position. A valve at the
lower end of the shock absorber tube prevents the fork tubes from jamming, should the
fork be moved beyond the hydraulic stop.
A progressively wound spring in the fork tube supports itself on top in a fixed spring
retainer and at the bottom against the hydraulic shock absorber. The two fork legs are
interconnected by a strong tubular yoke which provides the required torsional rigidity
and supports the fender. The turning angle of the front fork is 46o in both directions.
9. Rear wheel springing

The rear wheel is guided by a long swing arm, held in the frame by two adjustable
tapered roller bearings.
These are adjusted to have no play. This mounting allows a small amount of
adjustability for adjustment of the tracking. Road shocks are absorbed and attenuated by
two spring shock units. The bottom of these shock legs are attached at the bottom to the
swing arm on one side and to the rear drive unit on the other. On the top they are
attached to the frame. A progressively wound carrying spring per spring leg is
supported at the bottom by the adjusting sleeve, on the top by the protective tube. While
the lower connecting eyes of the spring legs are welded to the outside tubes of the
hydraulic shock absorbers, the upper spring leg eyes are screwed to the shock rod.
The end stop for retracted springs is a double tapered rubber plug between the upper
spring leg eye and the shock absorber. The stop for the extended springs is a plastic plug
inside the double-acting hydraulic shock absorber. The preload of the progressively
acting carrying spring can be adjusted to three positions, depending on the load carried,
through an adjustment sleeve attached to the spring legs and resting against an adjusting
cam.
The Boge automatic leveler, "Nivomat", a hydro-pneumatic strut with automatic self-
leveling can be furnished as optional equipment instead of the conventional struts
(hydraulic shock absorber and helical spring). The advantage of the Boge automatic
leveler is to be found in its load-dependent damping action resulting in always the same
normal position and in comfortable spring action regardless of load.
When the motorcycle is loaded the rear springs initially will compress to a point
commensurate with the load. As soon as the vehicle is set in motion the rear suspension
due to the reverse torque of the drive and irregularities of the road surface will pump
itself up to the correct level. After traveling a short distance the pressure rises in the
high pressure portion of the unit due to this pumping action so that the motorcycle's rear
structure is raised to the normal level; regulating holes prevent continued raising. When
the load is removed from the motorcycle, the regulating holes provide for pressure
equalization to the inflation pressure of the unit. The working media used in the Boge
Nivomat are shock absorber oil and nitrogen.
Caution the high filling pressure is likely to cause accidents as the Boge leveler is
opened. Repairs should be left exclusively to the maker.
Removed Boge levelers should be stored absolutely in vertical position; otherwise
danger of defects.

10. Dual seat

The dual seat flips open from the right revealing the tool kit and tire pump. It can be
locked and utilizes the same key as the steering lock.
The dual seat is not independently sprung so as not to interfere with the carefully
balanced front and rear suspension. It has a thick foam rubber cushion.

11. The Wheels

The wheels have aluminum alloy safety drop center rims with a provision to prevent the
tire from dismounting in case of rapid deflation. 40 straight spokes each connect the
rims with the full-hub brake drums. Two exactly adjusted and readjustable tapered roller
bearings provide for easy running of the wheels without axial play. The bearings are
sealed to the outside dust and are water-tight through the use of a special multi-lip
corrugated sealing ring toward the brake drum by an oil-impregnated enclosed felt ring.

12. Brakes

Both front and rear wheels are equipped with large area ribbed, light metal, full hub
brake drums with cast-in gray cast iron rings. The front wheel brake is designed as a
double leading-shoe brake. Both brake levers are moved in opposite directions by a
cable; the applied pressure of both brake shoes is the same regardless of the braking
force applied. Return springs of varying strength enable the uniform adjustment of both
brake shoes.
The rear wheel is equipped with a simplex internal shoe brake with one leading and one
trailing brake shoe; the rear wheel brake is actuated by the foot brake lever through a
linkage.
The brake linings are bonded to the brake shoes, and they consist of a material whose
coefficient of friction does not decrease with heat. All brake levers are made of forged
aluminum. The stop light is lit when either the front or the rear wheel brake is applied.

13. Electrical System

The electrical system consists of

 the three-phase alternator 3 driven by the crank shaft

 the centrifugal spark advance with breaker 4, driven by the camshaft
 the diode plate 1 mounted above the three-phase generator
 the condenser 2,

and the following electrical components located underneath the tank:

  relay 5 to prevent repeat starting
 voltage regulator 6,
 starter 7,
 two ignition coils 8;

in addition there is the battery located underneath the tool box, the two spark plugs and the
lighting, signaling, and monitoring systems. Figures 63 and 64

63 64

The three-phase alternator consists of a rotor running in the stator housing and
mounted at the front end of the cranks haft on a taper. The energizing current of the
alternator is supplied via two slip rings. Attached to the front cast ring of the stator is
the carbon brush holder with two plug connections. Opposite this there is a strip with
three plug connections for the current take-off. Already during a fast idle the three-
phase generator delivers power thus assuring a sufficient power supply, even under
increasing loads. The current flowing through the charging current control light
serves to pre-energize the three-phase generator; if there is no defect in the electrical
system, the charging current control light goes out when the idle speed is increased.

The diodes at the diode plate 1 provide for the rectification of the three-phase current
furnished by the generator. A mechanical contactor 6 is used as a voltage regulator
mounted underneath the tank to the spinal tube of the frame.

The centrifugal timing advance provides for the advance of the spark timing when
speed increases.
The breaker interupts at a predetermined moment the primary circuit of the ignition
coils. This induces the 8,500 -- 13 000 volts in the secondary winding of the ignition
coil necessary to ignite the fuel-air mixture. The primary job of the condenser is to
keep sparking of the breaker points to a minimum. The starter consists of a series-
wound D.C. motor with starter pinion and slip clutch device.

The lock to prevent repeat starting is a transistor-controlled relay which prevents

accidental engagement of the starter while the engine is running. The 12-Volt battery is
mounted on a bracket fastened to the frame and is held in place by two rubber straps. It
serves to start the engine and supplies the energy required by the electrical system when
standing still and during idle.

Technical Data
R 50/5 R 60/5 R 75/5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Four cycle opposed-twin with
Engine Engine model
hemispherical combustion
chambers
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
HP at
Greatest actual output
RPM
HP at
36 / 6600 46 / 6600 57 / 6400
RPM
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Output per 1000 cc HP / liter 72 76 76
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
lb/ft at
Maximum torque 29 / 5000 36 / 5000 43 / 5000
RPM
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Maximum speed
7000 7000 7000
permissible RPM
speed
Permissible Cruising 6500 6500 6300
RPM
speed
Idling 600 - 800 600 - 800 600 - 800
RPM
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Max. permissible
speed during
break-in period
up to 600 miles RPM 4000
up to 1200 miles RPM 5000
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
ft/sec at
Average piston speed 50.6 / 6400 50.6 / 6400 47.9 / 6200
RPM
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Number of cylinders 2 2 2
Cylinder arrangement opposed
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Cylinder bore mm 67 73.5 82
Piston stroke mm 70.6 70.6 70.6
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Effective stroke
c.c 498 599 745
volume
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Compression ratio 8.6:1 9.2:1 9.0:1
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Dwell angle adjustment at .08"
valve
clearance (tolerance + 2.5o)
Intake opens ATDC ATDC 10o BTDC
Intake closes 40 ABDC 40 ABDC 50o ABDC
o o

Exhaust opens 40o BBDC 40o BBDC 50o BBDC

Exhaust closes BTDC BTDC 10o BTDC
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Breaker dwell angle 110o + 1o
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Operating valve
clearance
measured when
Intake .006"
engine is cold
Exhaust .008"
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Rotation Right hand clockwise when viewed toward alternator
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
 Lubricating system high pressure wet sump
Oil pump Eeaton system (hypo-trochoid teeth)
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Fuel consumption in mpg US
47 44,3 52,3
according to
DIN 70 030 (at 67 mph) (at 68 mph) (at 68 mph)
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
R 50/5 R 60/5 R 75/5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Two Bing carburetors Two inclined
Carburetor Design
inclined with Bing
needle valve, throttle slide Butterfly
and Con- valve, con-
stant velocity
centric lever float.
carbu-
retors with
needle
valve,
vacuum slide
& Concentric
lever
float.
____________ ________________ _______ _ ________________&nbsp __________
_________ ____________ _____ _ ________________ ________
Carburetor type left 1 / 26 / 113 1 / 26 / 111 64 / 32 / 4
right 1 / 26 / 114 1 / 26 / 112 64 / 32 / 3
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Carburetor I. D. mm 26 26 32
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Main jet 135 140 140
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Needle jet 2.68 2.68 2,73
with acc.
pump
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Jet Needle No. 4 4 46-241
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Needle position 3 2 3
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Idling jet 35 40 45
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Idling air jet -- -- dia 1
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Idling air screw / Idling Mixture 1
0,5 - 1,5 /4 - 11/4 1
regulating
screw opened turns
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
By-pass bore mm dia 0.8 0.8 0.7
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Float valve mm dia 2.2 2.2 2.5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Float weight g 10 10 10
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
One common "micro-star" dry air filter
Intake air filter
for both carburetors
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
R 75/5
Starting (choke) jet 0.6
Starting air jet 2.0
Mixture hole in rotary valve 2.0
Rotary valve diaphragm 65 - 810
Distributing slide valve g 102
 R 50/5 R 60/5 R 75/5
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Power Single plate dry clutch with diaphragm
Clutch
Transmission spring
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
4-speed, claw - type transmission
Transmission
mounted to the engine.
Shock absorption of the drive in all
speeds. Ratchet type
foot shifting.
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Transmission Ratios: 1. Gear 3.896:1
2. Gear 2.578:1
3. Gear 1.875:1
4. Gear 1.50 :1
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Power transmission from the Enclosed drive shaft in the right swing
transmission arm tube with uni-
versal joint, equipped on the side of the
to the rear wheel
rear drive with
Hypoid Gear coupling.
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Rear wheel drive Palloid Spiral Bevel Gears
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
1 : 3,2 (until
Rear drive ratio 1 : 3.56 1 : 3.36 chassis
No. )
10 / 32
Number of teeth 9 / 32 11 / 37 (2,91 e.g.
11 / 32)
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
R 50/5 R 60/5 R 75/5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Tubular steel cradle frame made of oval
Chassis Frame
tubes with bolted-
on frame rear section, not admitted for
side-car
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Suspension front Telescopic fork with large volume, double
wheel acting, hydraulic
shock absorbers, front fork travel 8.43"
Swing arm with 3-position-spring-legs
rear wheel
and double acting,
hydraulic shock absorbers rear swing arm
travel 4.92"
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Lock angle of front
46o
fork
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Front wheel caster 3.35" approximately
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Aluminium alloy, full hub brakes with
Brakes
cast-in perlite rings
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Front wheel Duplex brake (two leading brake shoes)
rear wheel Simplex brake
Brake drum 7.9" diameter, lining width 1.2"
Effektive
brake lining
Area per brake
17 approximately
in sq. in.
________________ ____________ _______ _ ________________&nbsp____________
____________ _________ _____ _ ____&nbsp________________
Rim
Front 1.85 B x 19
s
 Rear 1.85 B x 18
___________ ____ _____________________ _ ________________&nbsp___________
__________ ___ &nbsp____________ _ _____&nbsp________________
Tire
Front 3.25 S 19
s
Rear 4.00 S 18
___________ ____ _____________________ _ ________________&nbsp___________
__________ ___ &nbsp____________ _ _____&nbsp________________
Maximum tire imbalance,
measured in cmp
at the inside diameter of the
170
rim
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Corresponds to oz. .28 - .32
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
R 50/5 R 60/5 R 75/5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Tire inflation in psi
Cold Front Wheel 27 27 27
with passenger 30 30 30
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Rear Wheel 30 30 30
with passenger 35 35 35
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
When tires are hot, increase by 4
psi
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
When driving at maximum speed
for longer
periods, increase the tire inflation
by 3 psi
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Exhaust system Sylencer dia mm 100
Exhaust tube dia mm 38 x 1,5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Fuels and
Fuel Regular Hi Test Hi Test
Lubricants
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Tank capacity gallons 6.3
reserve gallons .5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Lubricating Oil
Name-brand HD oil for gasoline engines
Engine
Below 50oF outside
SAE 20, SAE 10W30, SAE 10W50
temp.
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
R 50/5 R 60/5 R 75/5
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
o
From 32-86 F outside temp. SAE 30, SAE 20W40, SAE 20W50
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
o
Over 86 F outside temp. and
SAE 40
for sustained
high speed driving
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Capacity
without filter
pints 4.2
change
with filter change pints 4.75
______________ ______________ _______ _ ________________&nbsp____________
__________ ___________ _____ _ ____&nbsp________________
Transmission Name-brand hypoid gear oil SAE 90
Capacity pints 1.7
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Drive shaft housing Name-brand hypoid gear oil SAE 90
Capacity pints 0.2
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Rear wheel drive Name-brand hypoid gear oil SAE 90
Capacity pints 0.5
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Telescopic fork Shock Absorber oil
Shell 4001
BP Olex HL 2463 Aero-Hydraulic
Shell aerofluid 4
Castrol BMW shock absorber oil
Capacity per fork
ccm 280
leg
____________ ________________ _______ _ ________________&nbsp____________
_________ ____________ _____ _ ____&nbsp________________
Breaker lubricating felt and
Bosch grease Ft 1 v 4
centrifugal
timing advance
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
 Guide shaft (for advance unit) Bosch grease Ft 1 v 22 or Ft 1 v 26
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Wheel bearings & other Name-brand multi-purpose grease with
greasing points 180oC dripping
point
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Corrosion inlubiting oil Engine corrosion inhibiting oil SAE 20
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Upperlube conservative for four-cycle
Upperlube conservative
engines
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Acid-free grease Corrosion prevention grease
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
Protective oil Finish preservative
___________ _________________________ _ ________________&nbsp___________
__________ ___&nbsp____________ _ _____&nbsp________________
R 50/5 R 60/5 R 75/5
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Dimensions Overall width (engine) 29.1" 29.1" 29.1"
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Overall height without mirror 40.7" 40.7" 40.7"
(motorcycle without load)
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Saddle height without load 33.5" 33.5" 33.5"
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Overall length 82.7" 82.7" 82.7"
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Wheelbase 54.5" 54.5" 54.5"
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Ground clearance under load of a
rider
weighing 165 lbs. 6.5" 6.5" 6.5"
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Curb weight, including lubricants
Weights
but less
fuel and tools (lbs.) 412 423 423
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
 Curb weight, including lubricants,
fuel and
tools (lbs.) 452 463 463
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Permissible total weight
= curb weight + persons and
baggage
(lbs.) 881 881 881
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Permissible wheel load Solo front
at 27 psi
tire pressure (lbs.) 353
Rear, at 28 psi tire pressure (lbs.) 539
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Permissible wheel load with
passenger
front at 28 psi tire pressure (lbs.) 391
rear at 32 psi tire pressure (lbs.) 606
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Maximum number of persons
including rider 2 persons
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
R 50/5 R 60/5 R 75/5
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
The actually achieved maximum speed of a broken-in motorcycle depends
Performance
to a large extent on the air
resistance offered by the rider due to his size, posture and clothing, and
upon road and weather con-
ditions.
___________ ____________________________&nbsp____________&nbsp__&nbsp__
__________ ______________&nbsp________________&nbsp________________
Speed
mph approximately 98 104 110
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Acceleration from zero to
30 mph in s 2.9 2.6 2.2
40 mph in s 4.8 4.0 3.0
50 mph in s 6.8 5.4 4.7
60 mph in s 9.6 7.7 6.1
70 mph in s 12.5 10.2 8.4
80 mph in s 17.5 13.6 10.7
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
 Standing 1/4 mile per hour 17.2 15.8 14.6
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Standing kilometer in s 32.3 30.4 28.2
Average speed in mph achieved
68.3 73.3 79.5
thereby
____________ ___________________________ _ _________ _________ _________
_________ _&nbsp____________ _ _______ _______ _______
Speedometer gear
(km) .811 .766 .655
ratio
(miles) 1.297 1.226 1.0625
_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______

R 50/5 R 60/5 R 75/5

_____________ _________________ _______ _ __________ __________ __________
________ ___________ _____ _ ______ ______ ______
Electrical System
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Battery Varta, 12 V 15 Ah
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Starter Bosch DF 12 V .5 HP
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Relay for repeat start prevention Stribel SR 9570
_____________________&nbsp_____________ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Three-phase alternator Bosch G 1 14 V 13 A 19
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Three-phase alternator drive Direct from crankshaft
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Diode board Bosch type 0 197 002 001
RS 20/1 A 1 A
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Voltage Regulator Bosch AD 1/ 14 V
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Condenser 0.2 uF - 25%
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Ignition coils, two Bosch E 6 V
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Ignition breaker Automatic centrifugal
Advance on the camshaft
advance
start at rpm 800
end at rpm 2500
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Breaker contact gap 0.014" to 0.016"
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Ignition Timing 9o before TDC
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Automatic timing advance 25o +/- 2o 30' CS
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Spark plugs Bosch W 230 T 30 (R 50/5, R 60/5)
Bosch W 200 T 30 (R 75/5)
Beru 230/14/3 A (R 50/5, R 60/5)
Beru 200/14/3 A (R 75/5)
Champion N 7 Y (R 50/5, R 60/5, R
75/5)
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Electrode gap .027"
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Head light Bosch type 0 303 550 002
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Turn signal flasher Hella 91 M 2 E 2 x 21 W-12 V
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Head light high and low beam Double filament bulb
45/40 W
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Parking light 12 V / 4 W
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________
Indicator lights
high beam, blue 12 V / 2 W
oil pressure, orange 12 V / 2 W
neutral, green 12 V / 2 W
charging control, red 12 V / 4 W
turn signals, front and rear two each, amber 12 V / 21 W
tail light and license plate light, double
12 V / 5 W
filament
stop light, bulb 12 V / 21 W
_
__________________&nbsp_____________ _ ________________&nbsp__________
_
_______________&nbsp____________ _ ______&nbsp________________
_
Horn Bosch type 0 320 123 013
12 V 400 HZ or Hella type B
31-12VOH3
_____________________&nbsp____________ _ ________________&nbsp__________
________________&nbsp____________ _ ______&nbsp________________

Wiring diagram

1. Turn signal switch

2. Head light
a. Turn signal flasher
b. Head light high beam
c. Head light low beam
d. Parking light
e. Cable connector
f. Ignition and light switch
g. High beam indicator light (blue)
h. Instrument illumination

j. Oil pressure indicator light (orange)

k. Neutral indicator light (green)
l. Battery charging indicator light (red)
3. Dimmer switch
4. Turn signal, front, right
5. Hand brake stop light switch
6. Turn signal, front, left
7. Ground connection on frame for ignition coils
8. Relay for repeat start prevention
 9. Horn
10. Contact breaker
11. Ignition coils
12. Condenser
13. Neutral indicator light switch
14. Oil pressure indicator light switch
15. Foot brake stop light switch
16. Diode plate
17. Spark plugs with caps
18. Three-phase alternator
19. Plug connection in wiring harness
20. Turn signal, rear, right
21. Tail light

a. Rear light and license plate illumination

b. Stop light
Turn signal, rear left
Voltage regulator
Battery
Ground connection on transmission cover
Starter motor

Wiring color coding

BL = blue
BR = brown
GE = amber
GR = grey
GN = green
RT = red
SW = black
WS = white
Servicing
at 300 miles

1. Change oil in the engine only when engine has reached normal operating
temperature replace oil filter cartridge.
2. Check torque of the four nuts for the trough studs (cylinder and cylinder head
and locker arm attachment) and of the two additional cylinder head bolts (25
lb/ft), tighten if necessary.
Figure 19
3. Check valve clearance, adjust if necessary. Intake = 0.006 inches, exhaust =
0.008 inches.
4. Check timing.

at 1000 miles

1. Change oil in the engine only when engine has reached normal operating
temperature, clean oil pan and oil screen.
2. Lubricate rear wheel swing arm bearings.
3. Lubricate brake and clutch levers and throttle assembly.
4. Service battery.
5. Change transmission oil.
6. Change oil in drive shaft housing.
7. Change rear wheel drive oil.
8. Change telescopic fork oil.
9. Clean air filter (blow out)
10. Check fork and wheel bearings, adjust if needed.
11. Adjust brakes and clutch.
12. Clean carburetor and adjust if needed, check throttle cables and adjust. Clean
petcock screen.
13. Check electrode gap of spark plugs.
14. Check contact breaker cap and ignition timing.
15. Tighten cylinder head nuts (25 lb/ft), then adjust valve clearance when engine is
cold.
16. Tighten nuts and screws, (observe torque figures, see Technical Data).
17. Tighten wheel spokes.
18. Test drive.