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I f you’ve ever thought about collecting classic motorcycles and have been turned off by the hullabaloo given to models built by Harley Davidson, Indian and Triumph, you may want to consider BMW.

“I think the area of BMW collecting is a little rarified at the moment,” says Mark Mederski, which works to the advantage of BMW bike owner wannabes. “There have been people doing it, but it’s been a little quieter (than other makes),” adds the executive director of the American Motorcycle Heritage Foundation, which includes the Motorcycle Hall of Fame Museum.

While some early models have been sold in the $25,000 to $50,000 range, there are plenty of other BMW bikes yet to be discovered, he says. And the fact that BMW bike collecting is not nearly as widespread as American and British bike collecting is an advantage.

His choices are the BMW R69S or R90S, two very distinct models.

The R69S was built from 1960 to 1969, with about 11,000 models produced. It features a classic look, with its opposed twin cylinders prominently displayed and its subtle use of chrome. It’s also known for its supple, relaxed feel, although some riders will complain about its power band. The four-stroke, two cylinder flat twin motor produces about 42 horsepower at 7,000 rpm.

One writer described the R69S as the classic for the real rider, who doesn’t need to hide his collectibles in a sanitized show place.

The R90S, on the other hand, was built from 1973 to 1976 and was a stark departure from the touring machines that preceded it. The R90S, with its café fairing, was among the world’s first superbikes. As a matter of fact, the first U.S. AMA Superbike Championship, in 1976, was won by Reg Pridmore riding an R90S.

The R90S, with its combination of speed, agility and comfort, and its mixed palette of colors, was a huge departure from the classic formula of the R69S. Featuring a four-stroke, two cylinder horizontally opposed “Boxer” engine, it produced 67 horsepower at 7,000 rpm.

Both models are worth considering, the AMA’s Mederski says. And restoring one wouldn’t be a whole lot different than other bikes, he adds.

“They are relatively stark machines in some ways – a lot of paint and not a lot of plating.” On the other hand, he doesn’t think parts are as readily available as those for American and British bikes. So, in other words, buy the most complete bike that you can before beginning any restoration.

By Lawrence Sanata. Photos by Michael Sanata.

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