Weinmann hi/low lip rims

/2 BMW motorcycle high and low lip alloy wheel rims, by Weinmann

by Duane Ausherman

This page is about the alloy rims on BMW motorcycle models R26, R27, R50, R60, R69, R50/2, R60/2, R50S, R69S, R50/US, R60/US, and R69US.

Go to the end of this article for modern information.

Steel or aluminum?

This is an attempt to explain some of the confusion concerning the choice of rims used by BMW.  BMW offered both chrome-plated steel and alloy rims.  I only watched BMWs on the showroom floors from 1962 and later.  I will only be guessing about earlier year production.  Each year BMW offered one type of wheel as standard, and the other one was an accessory that cost $25 extra.  One may see this on invoices from that era.  Steel would be offered for a year or two, and then alloy would be offered as standard for a year or two.  For a year or two, the sports models (R69S and R50S) were only available in aluminum, while the R50/R60 was steel as standard.  Some dealers kept new wheels in both types to offer up a choice to any buyer.  Owners would decide to change the type of wheels and buy new ones of the other type.  There are so many variables involved that without a series of invoices for each year, we will probably never figure out what was correct for any one year.

The question has come up concerning the year that BMW changed from using the low lip alloy rim and started using the high lip rim.  This is of interest to restorers that care about getting it correct.  In the first years (late 55 thru early 57), the alloy rims were the high lip variety.  Then they went to the low lip rims for several years.  Around 1961 BMW began using the high lip rims again.  The early rims have the early spoke pattern and are now extremely rare.

A collector recently revealed a high lip rim with a date of 3/53 on it.  I had no idea that any were that old.

Does your BMW motorcycle even have a Weinmann rim?

If your alloy rim isn’t a Weinmann, then it is not correct for a /2 BMW.  Some recent aftermarket rims, reportedly from Italy, are available.  The first one that I saw was due to a glance at a friend’s restoration.  His spokes weren’t in the correct configuration, and I commented on it.  He explained that the incorrect rims caused it.  The spokes touch each other and bend around each other slightly.  The correct rim for a BMW will have the spokes passing by each other with about 1 mm, or less space.

This page doesn’t apply to your rims if you don’t have a Weinmann rim.  The Weinmann rim can be laced up backward, but the spokes will have to bend around each other and therefore be in a curve.

This shows the Weinmann stamp in the rim. Sometimes they have been polished out.

A Weinmann stamped rim.

The two types of alloy rim.

  The Weinmann low lip rim for a BMW motorcycle.        The Weinmann high lip rim for a slash two BMW motorcycle.

The low lip rim        The high lip rim

If you had one of each in front of you, it would be very easy to see the difference between them.  I found it harder to photograph.  I was able to stand a dime up in the groove to show the difference in radius.  The dime in the low lip rim almost “fits” into the groove.  The dime in the high lip rim doesn’t drop down into the groove and allows lots of light to come through below it.

   The Weinmann low lip rim for BMW motorcycles.              The Weinmann high lip rim for BMW motorcycles.

The low lip rim        The high lip rim

Here you see it with a wire laying on the high central part of the rim.  On the low lip rim, it has far more distance down to the lip.  On the high lip rim, it is nearly touching the lip.

The date of Weinmann rim manufactured rims.

The early series Earles fork BMW from 55-mid 57 has a different hub and spoke pattern.  As a result, the spokes are shorter.  Read more useful info on this issue in another article.  Some of the sports model R69 had a high lip rim.  That rim is different from the later high lip rim due to the spoke angle.  Little is known (by me) about this early high lip rim.  The high lip rim apparently disappeared from mid-57 to around 61.

This is an example of the manufacturing date stamped on a Weinmann rim for a BMW motorcycle.          This is an example of the manufacturing date stamped on a Weinmann rim for a BMW motorcycle.

Low lip date 7/59   High lip date 3/65

The date of manufacture is stamped on the inside of the rim across the valve stem hole and in large numbers.  The latest year, so far, of a low lip rim is late 1961.  Can someone find a later one?  I think that the earliest date of a high lip rim is around 60-61.  Can you find an earlier one?  The high lip rim may have been introduced with the /2 series in 61, but I don’t remember.

This is an example of the rim size stamped on a Weinmann rim for a BMW motorcycle.

The size is 2.15 X 18

The rim size is also stamped into the inside of the rim across from the valve stem hole.  It is much smaller than the date and harder to read.  It is of no significance to anybody.  As far as I know, only one size was made of alloy.  Two sizes were made in the steel rim, one for solo and a wide one for a sidecar.

More about old BMW motorcycle rims

To restore a rim may be necessary because we can’t easily buy these old rims today.  The best chance is on eBay.  A rim may seem to be pretty far gone and still be restorable.  I think that it depends upon your standards.  I have “saved” some poor ones, and here is what I have found that worked for me.

First, I clean it off.  Now we have some great cleaners, and I use Super Clean by Castrol.  This stuff is nuclear powered and can be dangerous on some things, like your skin and respiratory tract.  Use it in an open place, and rubber gloves are advised.  It seems to be safe on metal, but on plastic, I would first try it on an “out of the way” spot.

This removes most of the road grime.  Most rims are going to need some major polishing.  I highly recommend doing it by hand.  You will get a much better job and cause far less damage than the job done by a buffing wheel.  Some have reported the bumps for the nipples to have gotten polished down when the polisher forced the rim against the wheel, trying to get into the corners.

Expect to put 5 hours into the polishing part, maybe much more.  I use an old, worn-out Scotch Brite pad to gently clean the grime.  One must be very careful about one aspect of cleaning.  Look at the inside of the rim, where the sidewall of the tire contacts the rim. (the seating area) Examine the series of dents pressed into the aluminum.  This raises the metal around the dent and makes a sharp protrusion to help grip the tire.  This is to help keep the enormous horsepower of the /2 from spinning the rim within the tire.  That would cause the inner tube’s valve stem to get “ripped out,” and it happened to me on my first BMW and my first long trip in 62.  More info here.

The knurling (serrations) for gripping the tire on the Weinmann rims.

The knurling (serrations) for gripping the tire.

If these marks are still original, then one can easily feel the sharp edges with fingers.  Be very careful not to sand/grind/polish them down to being smooth.  These tend to fill up with tire rubber compound and make it seem smooth.  I allow the Super Clean to soak for a few minutes and then use a brush to clean the cavities and seating area.  Often one can see large black marks in the serrations where tire rubber has gotten stuck.  It comes off easily and should be removed.  Brush the tire rubber away along the length of the serrations.

One of the most common things for the alloy is for it to get pitted badly.  The pits can be cleaned out with CRL, a chemical for cleaning off calcium, rust, and lime.  It is available in any grocery store.  It will chemically get the white stuff out of the pits.  Now you can see how deep the pits are.

Fix the dents in an alloy rim

After 50 years, it is almost impossible for the rim to have always had a knowledgeable owner/mechanic change tires.  This means they didn’t know about the 5 dents and their importance.  One must also pay special attention to installing the axle.

Not understanding how to change a tire on a BMW can damage the rims.  It is very common to badly damage a rim with the tire irons.  Here is an example of what someone has done to this high-lip rim.

Typical damage to a rim. It can be polished out.

You can see that the rim has a very bad gouge in it.  The rim is bent out of its circle.  The bend can be easily fixed with a press or simply clamping it in a vise.  One must do it slowly.  A hammer will ruin the rim.  The high part can be filed, sanded, and polished down, but a divot remains.  I have no experience with having someone welding a spot to fix it.

Minor damage from hitting potholes can also be pressed out of a rim.  It can often be done without removing the tire.

Another view of the same damage to a Weinmann rim for a BMW motorcycle.

This is another view of the same “ding.”  Here it doesn’t look so bad.  This rim won’t easily make a perfectly restored example.

One big disadvantage of the high lip rim is that they catch water and hold it.  Once your rims are restored and you ride in the rain, be sure to use a rag to soak up any water caught in the lip.  That water sitting around until it evaporates will ruin them.  Many had to be tossed because of extensive pitting.

Avoid putting much pressure on and around the Weinmann stamp when polishing the rim.  It easily gets rubbed away.  Also, avoid a buffing wheel on the raised places for the spokes, as they can be worn down.  Spokes are known to easily pull through the thin rim after polishing.

Modern rim information by Mike Cecchini

Buchanan’s can supply just about any un-drilled rim on the market, even Borrani, that are now back into production.

I’d much rather have Buchanan supply all the parts and drill everything to their specs so I know it’s been done correctly and have recourse should something go amiss, which has never happened in the 20+ yrs I’ve been dealing with them.  Send them your hub; they will supply everything and spoke up the wheel.  You will get a finished wheel ready for the tire.

Also, note that modern valanced rims, especially Excel rims (alloy or steel), are so much stronger than most, so they can be tensioned to much higher levels for longer use and stay in tune.  For instance, most rims can handle a maximum is 65-inch lbs of tension.  Stock /2 front is done to 35-inch lbs, and rear is done to 50-inch lbs.  Excel rims can be done up to 100-inch lbs.  Buchanan did mine @ 55-inch lbs as they’ve found this is best for /2 size rim (2.15″ x 18″).

Yes, Excels are a little more $100 –$150 vs. $70–$80, but you get a world-class quality product that will run true for decades, so your bike will ride smooth and straight.

My experience

In August 2018, I called Buchanan’s for information.  They know the /2 rims well and know the 5 dents.  They have no way to put the 5 dents into the rims that they make and/or sell.  They have had no complaints about tires climbing off of rims.  This may be evidence that the importance of the 5 dents is in question.

I got a very good feeling from the conversation and wouldn’t hesitate to recommend them.  I used them often in my dealership with good results.

Updated 15 July 2022