When I bought my first /5, a 1971 R60 model, for my wife (then girlfriend) to learn to ride, I became immediately jealous. The nimble handling and subtly different weight distribution of these earlier shorter-wheelbase models had already cast their allure upon me. I couldn't justify buying another motorcycle, but I wanted one. So I bought an R75/5 frame for $100. It came bare, save for an equally bare engine block with matching serial number. This is definitely not the smartest way to get oneself a motorcycle, but it is a way...

There are really only a few overwhelmingly positive points my bringing an R75/5 back from the scrap heap like this:

1. I am bringing an R75/5 back from the scrap heap.
2. I will have one of the coolest motorcycles ever when I am done.
3. I will have an intimate practical mechanical understanding of this machine.
4. Because it is a frame-up rebuild, there is no such thing as "too much trouble," and I can do all those intensive little detail-oriented labor and maintenance tasks that usually don't get done because they require major disassembly.

Sixty days after purchase, I had secured a 32/10 final drive in lieu of the 37/11, and I had also found a tranny. These last two main components cost me less than $300 combined, both still very serviceable if not particularly pretty. All of the components save for a few odds and ends were carefully cataloged and boxed into nineteen numbered cartons, awaiting my frame's return from the beadblaster and powdercoater.

The beadblasters, Alternative Blasters, and the powdercoaters, Powder Coating Inc. (formerly Craig Craft), did a marvelous job. I took the main frame, subframe, and swingarm in for blasting with sand, while the crankcase and all the cast aluminum engine parts were renewed with plastic beads to restore their patina. (The finned exhaust nuts are very soft metal and do not fare well with even the plastic media; hand-polishing is recommended for their restoration.) Then the frame and subframe were powdercoated, and I wound up sourcing a matching swingarm from an eBay seller, which had been powdercoated and then reassembled with its driveshaft remounted, since an installed driveshaft is susceptible to damage from the high heat involved in curing the powdercoat. (I retained the blasted swingarm on hand for a future project, to be painted with the appropriate epoxy enamel.) After the coating process, the tough 90% gloss black finish looked delectable, a perfect counterpoint to the beautiful original-paint black toaster tank I had scored on eBay, which had been sitting on my office bookshelf for over a month, the inspiration for various motorcycling daydreams during the interim period. I had the mechanics at my local dealership, Ride West, press new races into the steering head and install the front forks in May 2003. I then had everything I needed to build my rolling chassis, and begin to get the bike wired up and assembled into something more closely resembling a functioning motorcycle...

At points along the way, I decided to add some extra goodies to sweeten the bike. I made the decision to uprate the engine displacement to 898cc by sourcing cylinders, pistons, and heads from an early R90/6. I also found a good deal on a lightened flywheel to help smooth out the shifting at speed. I also decided to go after a beautifully rebuilt early 5-speed transmission with a kickstarter (even though I appreciate the simple, wide gearbox range of the /5's stock transmission, which I think makes full use of the Airheads forgiving powerband). Brand-new Hagon Classic shrouded shocks acquired on eBay the same day as the tranny completed the performance package. I was starting to get excited about the reality of riding this beast...

In August 2003, Dan at Hill Machine Headworks, an engine top-end specialty shop, reconditioned the cylinder heads I had found for this bike on eBay. He inspected the valve seats and guides, and he installed new intake valves. Then I replaced a bent rocker cover stud on one of the heads. Now the entire top-end for this motorcycle is now ready for Mick Vallantine's expert assembly...

Reconstruction Chronology

April 2003

• Beadblasted/powdercoated main frame and subframe
• Beadblasted swingarm, fork lowers, crankcase, and all aluminum engine parts

• Installed new steering head races and roller bearings
• Mounted fork triple tree, stanchions, and lowers on frame
• Painted swingarm
• Installed new swingarm bearings
• Mounted swingarm on frame
• Mounted subframe on frame
• Mounted headlight bucket with wiring harness frame
• Installed battery box and chassis electrical components
• Mounted front turn signals on fork
• Completed electrical wiring
• Installed shock absorbers
• Installed centerstand

• Installed final drive
• Mounted wheels and drum brakes

• Reconditioned and primed rear fender

• Renewed cylinder heads
• Installed new intake valves

Acknowledgments

Thanks to the following individuals for assisting in this restoration project: Barbara Bynum, Jeff Gordon, John D. Hopkins, Mike Kruse, Tom Nast, DL Powers, Dave Senger, Bo Stewart, and Mick Vallantine.