Motorcycle specifications BMWR45 1979 Popular trend

In 1978, BMW Motorrad continued the major renewal of its range with the new 7 Series. While some models, such as the R75/7 (1976), R80/7 (1977) and R100/7 (1976), were given names reminiscent of this 7th generation, other models quickly lost this reference. At the top of the range, for example, the R100RS sports tourer (1976), the R100S old-style sports tourer (1978) and the R100RT grand tourer (1978) appeared, all of which, although they belonged to the 7 series, no longer bore the "/7".

The German brand then launched much more affordable models to broaden its range downwards. Thus, it offered a surprising 450 cc model, along with a 650 cc big sister on a similar technical basis: the R45 and R65.

These smaller models don't really need to carry the 7. There can be no confusion, since they don't replace models with the same displacement. What's more, the R45 and R65 don't actually replace existing models in the previous range. Indeed, the 6 Series only offered the R60/6 as an entry-level model. This new range is rather similar to the 5th generation, which offered 2 small models: an R50/5 (1969-1973) and an R60/5 (1969-1973)

In its most powerful version, the R45 is largely on a par with its 1969 R50/5 ancestor, despite a few cubic centimetres less, with a maximum power output of 35 hp at 7,250 rpm (26 kW). Among other features, BMW has chosen to offer a version that could be described as "Light", with a power output of 27 hp at 6,500 rpm (20 kW), probably for homologation reasons in certain countries. Otherwise, the 2 versions are identical and very similar to their 650cc big sister.

The chassis is very classic, and still lacks BMW's trademark look and feel. Although the transmission is shaft and cardan, there are no monobars or paralevers here. BMW still relies on the good old swingarm and twin-cylinder setup for the ground connection of its Flat-Twins. The chassis is homogeneous but not necessarily very lively. Despite its low displacement, the bike is quite heavy, weighing in at 205 kg fully loaded, or around 180 kg unladen. In this respect, the R45 is paying for its relationship with the higher-end models.

And while the engine is incredibly willing to take on those superfluous kilos, performance remains limited (especially in its 20kW version), but sufficient for everyday use and leisurely weekend rides. The 450 cc isn't the king of the thrill ride, but it's got plenty of other trump cards up its sleeve. Like its big sisters, it's very well equipped. A plush seat, alloy wheels, disc brakes (2 discs at the front as an option). What's more, it accepts numerous options from the BMW catalog. For example, it can be fitted with BMW's range of luggage, as well as a kick starter in addition to the electric starter. This option may seem odd today, but it was often useful at a time when batteries hadn't reached today's level of reliability.

In the saddle, the bike is a pleasure to ride. The low center of gravity compensates for the high weight of the displacement. Although not very lively, the chassis is comfortable and easy to ride. The bike brakes well for its time, and is as sober as it is reliable. So reliable, in fact, that it's not uncommon to find enthusiasts still riding this endearing machine, with only an antique gearbox and anecdotal lighting.

Over 28,000 units of the R45 were produced between 1978 and 1985. BMW Motorrad then abandoned small-displacement twin-cylinder bikes for good. Only the R65 had any descendants.

Tanthallas - Photos: www.bmbikes.co.uk & www.segurosbosch.com
Thanks to Franck Bismuth for the photos of his R45