BMW’s R69US: “Born to Wander”

Image Gallery Accessory bar-end turn signals and low-mounted mirrors add to this R69US's sporting looks. Although not stock, our photo bike's Denfield solo saddle and rear passenger pad were both factory accessories. Photos by Richard Backus

BMW R69US

Years produced: 1967-1969
Total production: 1,000 (approx.)
Claimed power: 42hp @ 7,000rpm
Top speed: 103mph
Engine type: 594cc overhead valve, air-cooled opposed twin
Weight: 205kg (452lb) (w/half-full tank)Price then: $1,712 (1968)
Price now: $6,000-$12,000
MPG: 50 (est.)

Desirable and rare, BMW’s R69US was built to be ridden. John Landstrom’s Granada Red 1969 proves the point.

“I got this bike about 20 years ago,” explains Landstrom, owner of Blue Moon Cycle in Norcross, Ga., just outside of Atlanta. “I restored it shortly after I got it, then I sold it to a friend in Germany. I bought it back from him, and then sold it to a friend in Georgia. Then I bought it back from him. At this point, I’ve bought the bike three times.” Needless to say, John is a fan of the R69US. “The steadfast reliability of a 1960s BMW allows me to go touring with the same confidence I would have touring on a modern motorcycle,” he says.

Where it all began

In the years following World War II the market for motorcycles — or any other cheap transportation — was excellent, and the BMW factory hummed. Importantly, American servicemen were introduced to BMWs — considerably more technologically advanced and reliable than the home product, and quiet to boot — while overseas. BMWs had been available on special order from Germany before the war (there was no regular importer), but following the war there was enough interest to support a U.S. distributor. By 1948, BMW’s 247cc R24 single was being imported into the U.S., and over the next few years, the U.S. became an increasingly important market.

Although BMW’s presence in the U.S. market was on the upswing, competition with fast British motorcycles for the mighty American dollar led BMW to cater to the sport rider. A series of roadburners began appearing in showrooms, starting with the R68, first available in 1952. Although the R68 had larger valves, improved lower-end bearings, a new camshaft and larger Bing carburetors, it was still limited by the old plunger frame.

The swingarm cometh

The first BMWs with rear swingarms appeared at the January 1955 Brussels show. The new 494cc R50 and the 594cc R69 not only sported new frames, but also Earles fork front ends. The hydraulically damped, leading-link Earles forks were adapted to all BMWs, and became the trademark of the BMW factory. Simple to set up for either solo or sidecar use, Earles forks have inherent lateral rigidity and won’t dive under heavy braking. Although heavier, they were an improvement in many ways over contemporary telescopic forks.

The R69 was intended to be a gentleman’s cruiser, with a top speed of 102mph and the ability to run all day at 90mph on the Autobahn without breaking down. Bore and stroke were 72mm x 73mm, for a displacement of 594cc. Ignition was through a Noris magneto, and lubrication was wet sump. And while many 1950s motorcycle manufacturers’ brakes seemed ornamental in practice, BMW’s twin-leading-shoe front brakes actually worked.