BMW R 25/2, 1951 model

 


 

The seventies were the golden years for vintage BMW enthusiasts. You just had to drive around the countryside and check out the farms. Many farmers had an old German motorcycle (BMW, Triumph, Adler, NSU) in the barn which they had used in the post war years. The bikes were in various conditions, but usually not being used anymore. And they were cheap because motorcycles were kind of out those days. In 1980, however, the owners already knew about the value of the bikes for collectors so I had to pay an outragous DM 600 for the broken R25.

I had just recovered from a motorcycle accident, which had tied me to bed with a broken leg for 4 weeks, and I needed a new bike that restrained my urge to go fast. So I thought the old BMW would be a nice project and would keep me out of trouble.

The BMW was in so bad condition that I had to completely disassemble it. It took roughly a year  to take it completely apart, strip of the terrible hand brushed paint, replace worn and broken parts and repaint the whole bike. The tank had many holes at the side where the knee pads were attached. I fitted an oversize piston, new valves and valve guides, and had the exhaust pipe thread at the cylinder head re-done. Looking for a battery with the old fashioned hard rubber housing was a bit of a problem. After a few weeks I knew each individual dealer of antique BMW parts in Germany by first name. When the bike was completed my parents' suffering ended and they got back their garage, basement and part of the terrace, which I had all confiscated to served as my motorcycle repair shop during the restoration.

Then came the big moment: Flooding the carburetor, one kick on the kick starter and an exciting "nuff-nuff-nuff" sound, that I´ll never forget, came out of the fishtail exhaust pipe. As if she just had left the assembly line. Total cost of the repair amounted to less than DM 1000 since most parts (like bearings) are standard off the shelf items and are still available in every hardware shop.

The bike passed the road fitness test or "Vollgutachten" at the German TüV without any problems, I only had to adjust the light a little. I took the R25 on many trips over 4 years around Swabia, to the Elsas in France. The longest trip went to the Lago Maggiore in Italy which the old lady mastered well except on the Brenner Pass where the engine was overheating. Well, you shouldn´t drive an old-timer like a new bike.

A friend found a Steib LS200 sidecar, which he gave to me since he was lacking the motorcycle for it. I mounted it and on the virgin trip I learned my first lesson in riding a sidecar motorcycle. When breaking I lost control and almost run over a pedestrian on the other side of the road.


Just before lifting the
side car wheel off the ground

But after getting used to it it was great fun. And you won´t believe how much attention a BMW R25 / Steib sidecar motorcycle draws. In Germany this bike contributed to motorization of the society after the war and many of my parent´s generation have driven one or dreamt of owning one. Many people stopped for a look and a chat about the bike where ever I went.

 What about wearing helmets, girls?    

Not everybody can ride a bike with a side car

A friend, with whom I swapped bikes once, could not handle the side car and drove it into a house. So I had to convert my parant´s place to a workshop again and restore the R25 the second time. Among others it needed a new frame. I gave the sidecar to a friend, who also owned a R25, fixed the bike and sold it shortly afterwards to a collector.

 


Specs (in German)

Source: BMW

Produktion

Produktionsbeginn: 1951
Produktionsende: 1953
Stückzahl: 38.651
Preis: 1.990,- DM

Motor

Interne Bezeichnung: 224/3
Typ: Viertakt, Einzylinder stehend
Bohrung x Hub: 68 x 68 mm
Hubraum: 247 ccm
Leistung: 12 PS bei 5800 U/min
Verdichtung: 6,5 : 1
Ventile: ohv
Gemischaufbereitung: 1 Bing Typ 1/22/44 oder SAWE Typ K 22 F
Motorschmierung: Druckumlaufschmierung
Ölpumpe: Zahnradpumpe

Kraftübertragung:

Kupplung: Einscheiben, trocken
Anzahl der Gänge: 4
Schaltung: Fußschaltung (+ Hilfshandhebel am Getriebeblock)
Getriebeübersetzungen: 6,1 / 3,0 / 2,04 / 1,54
Übersetzung Hinterradantrieb: 4,5 : 1 (mit Seitenwagen 5,14 : 1)
Kegel-/Tellerrad: 6 / 27 Zähne (mit Seitenwagen 7 / 36)

Elektrische Anlage:

Zündung: Batteriezündung
Lichtmaschine Typ: Noris ZLZ 45/60, 6 V / max. 60 W
Zündkerze: Bosch W 240 T 1

Fahrwerk:

Bezeichnung: 225/2
Rahmen: Geschlossener Doppelstahlrohr-Rahmen verschweißt
Vorderradfederung: Teleskopgabel
Hinterradfederung: Teleskopfederung
Felgen: Tiefbett 3 x 19
Bereifung vorn: 3,25 x 19
Bereifung hinten: 3,25 x 19
Bremsen vorn: Trommelbremse Ø 160 mm
Bremsen hinten: Trommelbremse Ø 160 mm

Maße und Gewichte:

Länge x Breite x Höhe: 2020 x 790 x 730 mm (Sattel)
Radstand: 1335 mm
Tankinhalt: 12 l
Leergewicht (vollgetankt): 142 kg
Zulässiges Gesamtgewicht: 300 kg (mit Seitenwagen 375 kg)
Bodenfreiheit: 92 mm
Fahr-/Auspuffgeräusch: 84 / 85 phon
Kraftstoffverbrauch: ca. 2,9 l/100 km
Ölverbrauch: ca. 0,7 l/1000 km
Höchstgeschwindigkeit: 105 km/h (mit Seitenwagen 80 km/h)

 

 

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