November 2020 BMW Owners News

Pursang $179

99

WAT E R P R O O F T E X T I L E J AC K E T

Phantom $129

99

WAT E R P R O O F T E X T I L E PA N T

Alt Colors:

NOVEMBER 2020

www.motonation.com motonation.com 877.789.4940

BMW OWNERS NEWS – A PUBLICATION OF THE BMW MOTORCYCLE OWNERS OF AMERICA

NEW COLOR

NOVEMBER 2020 BMW OWNERS NEWS www.bmwmoa.org

UP TO 750 MORE REASONS TO

JOIN THE MOA

In the market for a new BMW motorcycle? Well, if you are, your BMW MOA membership is about to pay huge dividends.

BMW MOA members are now included in the BMW Motorrad Appreciation Program giving current BMW MOA members up to $750 off the purchase of a new BMW motorcycle.

This incentive offers current BMW MOA members who have been a BMW MOA member for one year or longer, $250 off C and G-series motorcycles, $500 off F and R-series motorcycles and $750 off K and S-series motorcycles. Additionally, this new BMW Motorrad Appreciation Program discount can be combined with other seasonal incentives or sales offers, except other BMW Motorrad Appreciation group discounts such as the Military Purchase Offer or Emergency Services Purchase Offer.

BMW MOA members are eligible for one purchase incentive during the 2020 calendar year for any new, previously unregistered BMW motorcycle. Motorcycles must be purchased through an authorized BMW Motorrad US dealer. BMW auction and demo units do not qualify.

BMW MOA members interested in purchasing a new BMW motorcycle using this discount should visit their local BMW retailer for details. Proof of membership, such as your BMW MOA membership card showing a full year of membership, will be required to secure the discount.

If you can’t find your BMW MOA membership card, they are available online at bmwmoa.org in the member profile area, or a replacement card can be ordered through the MOA membership office.

NOT A BMW MOA MEMBER YET?

Well, you’ve now got 750 more reasons to join. Get started today by joining online at bmwmoa.org or call (864) 438-0962.

You could be on your way to $750 off your next BMW motorcycle purchase.

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INSIDE

NOVEMBER 2020

FEATURES

42 TWO WHEELS SOUTH – PART 5

BY MATIAS COREA #217227 Matias and Joel’s adventure from Brooklyn to Ushuaia enters its third month as they cross from La Balza into Peru. With more than 3,000 miles to ride before reaching their destination, hell breaks loose as a crash high in the mountains threatens to prematurely end the journey.

56 BMW'S NEW R 18: A FIRST LOOK

BY WES FLEMING #87301 Finally in BMW Motorrad showrooms, we no longer have to wonder what BMW is trying to accomplish with this new motorcycle. The First Edition R 18 is all about history, chrome and appealing to a new demographic of riders.

ON THE COVER: For Matias and Joel, mechanical interruptions are what make their journey an adventure. Photo by Matias Corea #217227.

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BMW OWNERS NEWS | November 2020

64 WHERE THE ROAD ENDS

BY MAURICE O'NEILL #207971 A calculated risk is the difference between youth and maturity. Maurice O’Neill admits both are stupid while making no apology for his random, thrill seeking peccadilloes.

Sunrise at Shiprock, New Mexico. Photo by Mark Janda #198513.

4 HEADLIGHT Someone You Should Know

34 KEEP 'EM FLYING The Busy Season Continues

by Matt Parkhouse

by Bill Wiegand

8 PRESIDENTS COLUMN Giving Thanks by Wes Fitzer 10 POSTCARDS FROM THE ROAD

12 RIDER TO RIDER Letters from our Members 14 NEWS Corbins’s new Canyon Dual Sport seat for the

F 850 GS, MOA Getaway Dunlop tire winners, BMW Owners Anonymous Book: Your Action Needed, IMTBIKE wins 2020 Tripadvisor Travelers Choice award, Support the MOA Foundation when shopping at Amazon.com, There’s still time to win the BMW Motorcycle of your dreams, A BMW Owners Anynymous Book rescue, Our 2019 Financial Performance is in the books, BMW Motorrad unleashes its first M-class bike, Welcome our newest MOA members.

26 MEMBER TESTED Aerostich Cousin Jeremy, Part Two

by Ron Davis

28 MEMBER TESTED Sargent World Sport Performance S 1000 XR seat by Steven Green

30 MEMBER TESTED Garmin’s zumo XT by Roger Wiles

38 TORQUE OF THE MATTER Understanding the Markings on your Tires by Wes Fleming

70 FROM THE FOUNDATION Risk Management

by Kate Lammers

72 SKILLS Living the Dream by James Carlisle 74 HIGH MILEAGE Congratulations to our High Mileage Riders 8 0 MILEAGE SLAVES Risky riding while Covid-Cursed

by David Cwi

82 SHINY SIDE UP Motorway Madness, Part Two by Ron Davis 84 FINAL JOURNEY Remembering Charlie Smith #4 86 JACK THE RIEPE BMW Does it Again…Forward-looking

Retro Thinking by Jack Riepe

92 WHEN AND WHERE Rally listings 95 ADVERTISER INDEX 9 6 TAILIGHT November 2020 | BMW OWNERS NEWS

3

HEADLIGHT

MY FIRST JOB OUT OF COLLEGE WAS WITH A SMALL, 40,000 CIRCULATION

SOMEONE YOU SHOULD KNOW

By Bill Wiegand #180584

4

BMW OWNERS NEWS | November 2020

daily newspaper in northern Illinois. I often look back at my days there and wonder how that led me to where I am today. While impossible to see its impact then, the experience gained at that first job would influence my vision of the world around me for years to come.

Herb was the managing editor when I started at the paper and had been for many years. About a year after I joined the staff, Herb retired yet still wanted to serve the community he loved and knew so well. Like anyone whose business it was to know what’s happening in the community, Herb knew a lot of people and had a lot of friends.

Following his retirement, Herb believed he still had unfinished business to take care of, and instead of fading away from the newspaper and community he loved, he began writing a bimonthly feature he titled “People You Should Know.” When Herb asked me to help him with these features, I couldn’t have been more excited, and over the next year we profiled former professional athletes, winemakers, restauranteurs, business owners and others. While all different in their chosen vocations, they were all members of the small community where we lived.

My days with that newspaper ended a long time ago, but Herb’s determination to make his community a better place is something I’ve never forgotten. I wish Herb was still around so I could tell him the impact he had on me. Writing the “Final Journey” article about Charlie Smith (page 84 of this issue) made me think of Herb.

Charlie Smith was born just east of Buffalo, New York, in the small town of Lyndonville. Like many of us, Charlie began riding as a teenager, and if I had to guess, I’d bet his mother didn’t approve. He enjoyed riding on the street as well as in the dirt, and his first BMW was a ’61 R 69. Over the years, many other BMWs found homes in Charlie’s garage, including an R 90/6, a K 75, an F 650 GS and an R 1200 GS, and those motorcycles carried him across the globe. According to Charlie’s daughter Debbie, her mother Ethel often said that when she married Charlie, she married his motorcycles, too! The riding season in western New York can be fleeting, so every chance he got, Charlie rode, often with Ethel or one of the kids.

Charlie was also an early member of the BMW Riders Association of Western New York and enjoyed the camaraderie and friendship of other BMW riders. With the desire to form a larger network of BMW riders, in 1972 along with four other BMW enthusiasts, he helped form what we now know as the BMW MOA. Charlie served as the first editor of BMW News and as editor, was responsible for all phases of its production. Debbie fondly remembers their entire family gathered around their dining room table each month to fold, staple and stuff the newsletters into envelopes which they then addressed by hand. In addition to his work on the newsletter, Charlie was active in coordinating many local and national rallies. He was also an MOA Director and recipient of the MOA’s Distinguished Service Award.

I was lucky to have met Charlie a couple years ago at the National Rally in Des Moines. As I’m sure many others have over the years, I told him how thankful we all were for all of his work in laying the foundation of the great organization we know today.

Charlie Smith is someone we all should know.

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BMW OWNERS NEWS | November 2020

Pastoral Beauty Mark Janda #198513 found this idyllic rural scene in New York state while on a 9,200-mile ride from Phoenix to Maine and back.

November 2020 | BMW OWNERS NEWS

7

PRESIDENT'S

COLUMN

SINCE I’VE BEEN PRESIDENT, EVERY NOVEMBER I’VE WRITTEN SOME-

GIVING THANKS

By Wes Fitzer # 170126

thing about being thankful. This year will be no different, except I’ve found it a bit more challenging.

I’m thankful to our BMW MOA members. Not only for your continuing membership and support, but also for your understanding of our ever-changing landscape and how COVID-19 has negatively impacted the club’s ability to host events.

When all this began and we started postponing, rescheduling and cancelling events, I thought our membership might react negatively. By and large the membership supported the difficult decisions that had to be made. Thank you!

I’m thankful to our chartered clubs. Our chartered clubs have experienced the same difficulties as the MOA, and many have reached out to the MOA staff for support during these difficult times. Many of them have had to cancel their events due to the virus. I would encourage all MOA members to join and participate in a chartered club. These clubs put on great events and are an excellent way to meet local enthusiasts.

I’m thankful for our hardworking, dedicated staff! I often remind members of how impressive our staff is. Nine people are responsible for the day-to-day operations of a membership organization with 25,000 +/- members, $2.6 million in gross revenues, managing 15 +/- Getaways and our annual rally.

They do this without complaint, working together to accomplish the mission.

This year has been difficult on them, too, and they’ve had to find new ways to get the job done.

I’m thankful for our cadre of volunteers! As noted earlier, how can we operate such a large organization with a staff of nine? Well, it’s our dedicated volunteers who seemingly come from nowhere when we need them. These volunteers often work in the shadows, making sure the work that needs to be done gets done. If you’ve haven’t volunteered to help in some way, I can’t overstate how rewarding it is. You’ll get back ten-fold what you put in, and it’s a great way to meet people and feel good about helping out at the same time.

I’m thankful for our Board of Directors. Due to COVID-19, we’ve been unable to hold in-person board meetings this year. Our Board members have accepted the challenge of changing the way we operate to meet the needs of the members, staff and volunteers. Like everyone else, it hasn’t always been easy, but I applaud them for their dedication and willingness to accept change.

Lastly, I’m thankful for our new Executive Director, Ted Moyer. Ted took over operations of the MOA on January 1, 2020 and I’m quite sure he had a laundry list of great ideas for new events, gatherings and who knows what else.

No one saw COVID-19 looming on the horizon at that point and how it would affect the MOA. Ted has not only weathered what is arguably the most difficult year in the club’s history, but also, without a doubt, the oddest year ever. Ted has provided strong and steady leadership for the staff and has done an outstanding job leading the club though this ever-changing landscape.

My hope this year is that as each of us sits around the Thanksgiving table we can find something to be thankful for. I also hope that next year I can sit at the Thanksgiving table and give thanks to setting a personal best for miles ridden in a year.

Thanks to each and every one of you!

Wes Fitzer 8

BMW OWNERS NEWS | November 2020

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November 2020 | BMW OWNERS NEWS

9

POSTCARDS

FROM

THE

ROAD

Top, A pair of riders pause to admire the view. Photo by Adam Chandler #207579.

Above Left, A couple of Airheads photographed in the Black Hills of South Dakota.

Photo by Tim Swanson #66232. Left, John Knox #102599, photographed his R 1200 RT while he and his wife were returning home to Michigan after a ride to Glacier National Park. Above, Mike Stewart #220868, stopped to photograph his R 1100 R in West Virginia while riding to the Wailin' Wayne Weekend rally in New Straitsville, Ohio.

Each month we publish the great images sent to us by BMW MOA members from their travels around the globe. Send us your best images and you could have your work published in our Postcards from the Road pages. Email your high resolution images, image description and contact information to editor@bmwmoa.org.

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BMW OWNERS NEWS | November 2020

Above Left, A historic store with great cheese found along Massachusetts Route 57 in the Berkshires. Photo by Preston Shultz #77102. Above Right, A shot from the International Car Forest of the Last Church found in Goldfield, Nevada. Photo by Dewayne Harkov #92422. Below, An image captured just west of Calgary, Alberta, during a day trip to Barrier Lake. Photo by Tim Potter #21837.

November 2020 | BMW OWNERS NEWS

11

t

t

RIDERTORIDER Send your letters and comments to: editor@bmwmoa.org

Riepe nails it!

I couldn’t help but bust a gut multiple times with the virus-inspired article Jack just had published. (September 2020 BMW Owners News). As a teacher with one week of school in, one student testing positive and 5 quarantined for exposure, I needed a little help. Tonight, I will dream longingly for a troop of accordion-playing maidens to seduce my sleep into a joyful tomorrow.

Thanks Jack!

Daniel Shaffer #196201 Freeport, Minnesota

Hooked on the MOA

Upon receiving my September issue of BMW Owners News one scorching afternoon, I grabbed a cold one and parked myself in one of my shade tree chairs placed throughout my acreage.

The beautiful cover shot of the North East Backcountry Discover Route was both cool and cooling. Off-roading a motorcycle is pure adventure, as the cover depicts.

Turning to Bill Wiegand’s “Headlight” column, I read about why members joined—I saw my reason on his list and recalled my story.

I’ve ridden both on street and dirt for over 50 years and about 30 years ago a friend gave me his issue of BMW Owners News. That first borrowed issue hooked me on BMWs. I joined the BMW MOA for

the magazine but did not buy a BMW until several years later when BMW Owners News helped me decide to buy a low mileage ‘92 GS. The magazine continues as one of my favorites for members’ stories, photos, reviews, tech articles and vendor ads. It also allows me to travel, even when I can’t.

As a retired mechanic and Airhead owner, I read Matthew Parkhouse religiously. I was as astonished as he was when we both learned about the backwards turning starter.

Wes Fleming’s story on bearings reminded me of my discovery when my ‘92 GS output bearing failed at the now known 40,000-mile marker and no circlip fix was in the air that early. So, I split the gear box and showed the bearing to an engineer who observed the hardness level between races and balls was not correct when manufactured. I replaced it with a Japanese bearing and have since put another 75,000 miles on that GS without a circlip, wimper or any metal on the drain plug.

Later in the issue, the article on the new 750 and 850 GSes, and the “GS Turns 40” story were right up my “dirt alley.” As a long-time racer and current Vintage Motocross racer, I can say that the photo of Jutta Kleinschmidt flying off that dune on page 49 is remarkable, given the height of the jump and the weight of the machine in the sand. And thank you, “TWO WHEELS SOUTH,” for your continuing GS travel story.

WE WANT TO HEAR FROM YOU!

Also, thank you Owner News for being my reason for originally joining the BMW MOA. Eddie Frank #53857 Palomar Mountain, California

My 25 years of owning a GS

In Europe, where I come from, the Paris Dakar Rally always had the distinction of being the toughest motosports event, and it was BMW’s motorcycle wins in the ‘80s that made me aware of the GS. While living in Utah, I had a friend who owned a 1985 R 80 GS, and when I finally saw his legendary bike in person, I started to look around for one for myself.

I finally found one at the BMW dealership in Salt Lake City where they were to get two R 100 GSPD bikes. Despite the fact that they were already spoken for, I visited the shop to see them and was told that one of the buyers had backed out after seeing how tall the bike was.

The second one was being sold to Harrison Ford of Jackson Hole. Once I sat on the bike, I loved it, and before I realized, I was the owner of the sparkling new black 1995 R 100 GSPD bike. It was a quick decision, and I had to explain to my wife that I could not refuse it since it even said PD on the bike–Polish dude!

In April 2008, I took an R 1200 GS Adventure for a test ride and suddenly felt that this is it, as long as I get some handlebar risers and lower pegs for my

Each month, the Rider to Rider pages of BMW Owners News detail the successes, failures, wishes and frustrations we all face as riders, BMW motorcycle owners, customers and individuals. As a BMW MOA member, these are your pages and we want to know what’s on your mind.

Got something to get off your chest? Tell us about it. Know a business that deserves to be recognized? Tell us about it. Got a riding or tech tip that we could all benefit from? Tell us about it. Got a suggestion for BMW Motorrad? You know the drill––Tell us about it!

There’s only one rule and that’s to stick to the subject that brings us all here––motorcycling, so save political rants for Facebook!

Send your thoughts to editor@bmwmoa.org and lets all work to build a better community.

12

BMW OWNERS NEWS | November 2020

6”4’ height and 190 lbs. frame. Making yearly pilgrimages to the west, I also bought a used 2008 GS with barely 12,000 miles on it from a charming older gentleman in Indiana.

Trying to hone my riding skills, I went to the BMW Performance Center in Spartanburg, South Carolina, for training, and later to RawHide Adventures in California, both on rented bikes.

Meanwhile, I kept riding long distances along with some gentle off-road riding while trying not to trash my bikes, since I liked their ability as much as their looks.

As we moved to Idaho, my yellow GS got new suspension from Touratech to match the height of my GSA’s suspension, and without much thinking, I took it off-roading with a group of BMW enthusiasts where I failed to notice that the biggest bike anyone was riding was a 650 GS. The contemporary GSes dwarf the original R 80 GS motorcycles, and they’ve grown so big that they are not even part of the Dakar Rally anymore, which has also changed quite a bit since.

Yet GSes and the Paris Dakar rally have common history.

The Rally helped create what we now cherish––the GS class of the BMW bikes.

Mirek Sochanski #73870 Great Falls, Montana

Loving "Shiny Side Up"

Loved the recent “Shiny Side Up” article in the September issue of BMW Owners News. I should say I really enjoy all of Ron Davis’ articles and his view of the world with his wit and humor.

I’ve witnessed two events in my time on the road though I wasn’t on my motorcycle. Once was on a sunny day while I was on my regular route as a UPS driver. A wheel came off a pickup truck and was going at a good clip diagonally across the road I was parked on but away from my truck. I saw it heading for the front of a home that was next to the one I was delivering a package to.

That tire squarely hit the gas meter that was not hidden by any shrubs, and the meter suddenly let out a hiss like an angry snake. The owner of the home

came out after hearing something, and I yelled to him to call the Fire Department and get out of the house!

The second unbelievable event I saw was on our way home from teaching an MSF class with my friend and program director. As we were passing a car to our right on a busy section of I-271 near Cleveland’s eastern suburbs, we saw its hood was raised while traveling! The hood was not flattened against the windshield like you would expect. It was up with the support rod clearly holding it in place as the driver attempted to navigate while looking through the lower edge of hood where it meets the windshield!

Because we were in a car, we were able to dial 911 and alert the authorities.

The dispatcher must have asked me three times to repeat what I said as she couldn’t believe what she was hearing and that they were going at highway speeds!

Keep writing and entertaining us, Ron! Your efforts don’t go unnoticed!

Patti Blaskovic #147593 Cleveland, Ohio

Wes Fleming's article on Maintenance

Wes wrote the usual good article last month about routine maintenance. The only thing I would add is to be sure to change the oil if your bike is going to be stored for a while.

I used to live in Montana, and in that part of the country, as throughout the northern tier of North America, our bikes are stored for four or five months. I’ve always rested more easily knowing there was new “blood” in the bike instead of oil containing the potentially harmful compounds of combustion.

RB Rennick #154362 Ashland, Oregon Thanks for the additional tip, RB, and shame on me for not mentioning this myself! -Wes Fleming

Live today

This year has certainly been a strange and trying time.

Early March was nice enough to get the bike out early and start riding and planning some trips. By mid to late March everything had begun to change.

The trip to Florida that had been planned for early April was cancelled, and the trips to some national parks were put on hold as well. Then the BMW rallies began to shut down or reschedule for next year.

The Pine Mountain Getaway was still on, and I was looking forward to attending.

Then, early August came and found me doing some testing for some abnormalities. On August 10, I was hit with the news: high grade cancer. I will be preparing for another surgery as the Pine Mountain event is taking place, so again, another missed ride.

I am upbeat, mostly, about next year’s activities and am already thinking about redoing the aborted Florida trip. I also have some other trips on my bucket list for next year but realize they may not happen.

Life’s guarantees are like a warranty on a used vehicle—there is none. Who knows what or where I will be next September, but no matter, I will always cherish the memories of the multitudes of places I have been and people I have met along the way.

As Matias Corea so beautifully said in his “Two Wheels South” article, “The wounds of time are a reminder that the journey is not easy, but it’s worth doing.”

Rex Goyer #208590 Sycamore, Ohio

Welcome New MOA Members

I enjoy getting the BMW Owners News magazine in the mail each month and wanted to give a shout out to the new feature highlighting the new MOA members. I think that is a great idea and should even be expanded to a couple of pages with more pictures and stories about these new folks coming on board.

Keep up the good work. Thanks.

Ron Bongard #136505 Anthem, Arizona

November 2020 | BMW OWNERS NEWS

13

NEWS

Corbin's new Canyon Dual Sport seat for F 850 GS The new Canyon Dual Sport seat for the BMW F 850 GS improves the quality of the ride and looks great doing it.

High-density Comfort Cell foam allows for a sleek profile yet provides a firm and supportive ride. Rider seating has been shaped to fit the curve of a rider’s body and provides better weight distribution, while the passenger seating area has been designed with a neutralized platform to prevent sliding forward in the saddle. For additional comfort and security, the Corbin saddle works with an optional removable passenger backrest.

Using Corbin’s unique Fibertech basepan, the Corbin saddle is tailored to better fit the tank, tail section and sides. Corbin’s rigid base material not only fits the bike perfectly, but also provides a firm foundation to support the foam shape of the seat. The Corbin Canyon Dual Sport seat is just slightly lower than the standard BMW seat.

Corbin saddles are also available with optional electric seat heaters, allowing both the rider and passenger seating platforms to heat up and maintain temperature automatically. The Corbin Canyon Dual Sport seat is proudly made in the U.S. For more information and pricing, visit corbin.com.

BMW Moto rcycle Owne rs of America 2350 Hwy 101 Greer, SC 29651South

BMW Owners Anonymous Book: Your Action Needed

Congratulations to Walter Leaumont of Lexington, Kentucky, and Chris Geisen of Louisville, Kentucky, for winning a set of Dunlop tires at the MOA Getaway in Pine Mountain, Kentucky.

Additional Dunlop tire winners were Douglas Smith of Fortuna, California, who attended the MOA Getaway in Cedar City, Utah, and Larry Eddy of Livingston, Montana, and Mike Blue of Clarkston, Washington, who attended the MOA Getaway in Coeur D’Alene, Idaho.

We look forward to seeing you again and giving away more great prizes at our 2021 MOA Getaways!

Now is your chance to opt in and continue receiving 2020 BM W ANONYMOUOWS NERS the print edition of the BMW Owners Anonymous Book.

BOOK While we encourage every member to download and use the BMW Owners Anonymous App, we are committed to providing a print copy for any member who would like one.

If you don’t opt in, you will no longer receive a print copy. Starting January 1, 2021, the default will be the BMW Owners Anonymous app, and we’ll be including instructions on how to download and use the app with every new member package that goes out.

All you have to do is mail in the postage-paid card included in this issue of BMW Owners News and you’ll receive your print copy of the BMW Owners Anonymous Book next year. Following that, you’ll be able to opt in or out as you like by logging in to your member profile on the MOA website.

For more information and detailed instructions on how to activate and update your BMW Owners Anonymous information, visit the MOA website at bmwmoa.org/ news/517216/.

BMW OWNERS NEWS | November 2020

ANONYM OUS BOOK

14

2020 BM W OWNER S

MOA Getaway Dunlop Tire Winners

IMTBike Wins 2020 Tripadvisor Travelers' Choice Best of the Best Award Based in Madrid, Spain, motorcycle touring company IMTBIKE has been recognized as a 2020 Travelers’ Choice Best of the Best winner for motorcycle tourism. This award is given to companies that exemplify an ultimate favorite of motorcycle tourers and represents the top one percent of hospitality businesses around the globe.

IMTBIKE credits their positive attitude and dedication to providing exceptional service and quality for this recognition and would like to thank the wonderful people that have toured and rented motorcycles with them over the past 23 years.

“Although it’s been a challenging year for the travel industry, we want to celebrate our partners’ achievements. Not only are these winners well-deserving, they are also a great source of inspiration for travelers as the world begins to venture out again,” said Kanika Soni of Tripadvisor.

To find out more about IMTBIKE’s tours and rentals, visit them at www.imtbike.com

Support the MOA Foundation when shopping at Amazon Regardless of whether it’s through a direct donation or by purchasing raffle tickets, there are many ways BMW MOA members can support the MOA Foundation. Perhaps the easiest way to offer your support is to join “AmazonSmile” and choose the Foundation as your charity.

To date, AmazonSmile has donated nearly 200 million dollars to all charities in the U.S. and almost $2,700 to the MOA Foundation to help fund their continued support of rider education and training.

AmazonSmile is a simple way for you to support your favorite charitable organization every time you shop, at no cost to you.

AmazonSmile is available at smile.amazon.com on your web browser and can be activated in the Amazon Shopping app for iOS and Android phones.

When you shop at AmazonSmile, you’ll find the exact same low prices, vast selection and convenient shopping experience as Amazon.com, with the added benefit that AmazonSmile will donate 0.5 percent of your eligible purchases to the charitable organization of your choice.

There's Still Time to Win the BMW Motorcycle of your Dreams!

It only takes one ticket to win the BMW motorcycle of your dreams in the BMW MOA Foundation’s “One Ticket & You Pick It” fall fundraiser. On November 21st, one lucky MOA member will ride away on the Grand Prize—any BMW motorcycle in their 2020 or 2021 lineup.

Is a new BMW R 18 your heart’s desire? How about the K 1600 Grand America or a C 650 GT scooter? Maybe a new R 1250 GS Adventure with all the goodies is more your style? Any of them can be yours when you win! But you can’t win if you don’t enter, and time is limited.

Tickets for the Foundation fundraiser are on sale through November 6, 2020. A winner will be announced live on November 21, 2020.

You do not have to be present to win, but you must purchase a ticket to be included in the drawing. Tickets are $25 each or buy five for $100. Tickets can be ordered online at bmwmoaf.org, by calling (864) 438-0962 or returning the order blank in this issue of the BMW Owners News. Ticket orders must be received by November 6, 2020 to qualify.

All proceeds from the event benefit the rider safety, education and training initiatives of the BMW MOA Foundation.

An MOA member will ride away on the bike of his or her dreams. It could be you!

November 2020 | BMW OWNERS NEWS

15

NEWS

A BMW Owners Anonymous Book rescue

By John Moyer #120469 ON SUNDAY, JULY 5, 2020, MY WIFE AND I WERE STRANDED

on a very hot day at a fuel station in a place called Biggs Junction, Oregon, because of a flat rear tire on my R 1150 GS. Not knowing our Roadside Assistance Producer Code, we were refused assistance, and I left my tire plugging and inflating equipment (normally carried on lengthier trips) at home since we were only going on a couple hour outing and riding without our panniers.

In spite of these two failures of preparation, I was carrying my 2020 BMW Owners Anonymous Book which ultimately, resulted in our salvation. There is only one entry in the Anonymous Book in the town of The Dalles, Oregon—the closest town to Biggs Junction and to our residence.

At about 1:30 that afternoon, I called the number listed and was relieved to hear a sympathetic voice on the other end of the line. It turned out to be Eric Schmid (#41783).

Luckily for us, Eric was prepared to drop whatever it was he was doing that afternoon and drive into The Dalles (something like a half hour) from his home, pick up his bigger car that his wife had taken to work, and then drive another 20 miles to Biggs to help us. Eric even stopped at an auto parts store along the way to purchase a can of Fix-A-Flat just in case that would get us back on the road (it did not).

Then, the next step was to drive my wife and I 28 more miles to our home where I could pick up a car and trailer, after which Eric headed back to his own home.

We attempted to pay Eric for his help along with his time, fuel and the Fix-A-Flat, but he refused to take any cash. Because he said that he and his wife did appreciate wine, we were at least able to send him on his way with a bottle of white and a bottle of red wine,

John and Ursula Moyer.

both of which my wife and I enjoy.

Eric’s answering our call undoubtedly saved us a lot of time, discomfort and possibly money, depending on how we ultimately would have solved our dilemma. Eric mentioned that ours was not the first time he had helped a MOA member in a similar situation of need, which is all the more reason he is deserving of the BMW MOA Helping Hands Award.

If you have received assistance from someone “above & beyond” and want to acknowledge their kindness, please send your story and the names and addresses of your nominee(s) to tori@bmwmoa.org for consideration.

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BMW OWNERS NEWS | November 2020

www.corbin.com

www.mortonsbmw.com

www.mortonsbmw.com November 2020 | BMW OWNERS NEWS

17

NEWS

Our 2019 Financial Performance is in the Books!

WE HAVE COUNTED THE PENNIES, VERIFIED THE RECEIPTS,

and paid the taxes. The 2019 financial year is complete, and the organization achieved its best financial performance in over a decade, recording a net profit of nearly $180,000 before taxes and investments.

Revenue increased by 2.0% over 2018, driven by an extraordinarily successful rally in Tennessee and increased participation in the MOA’s roadside assistance programs. These increases, coupled with effective expense management by the organization, yielded a 6.7% profit before taxes and investments. Investment income also recorded a positive result for 2019, gaining $87,000 in value during the year.

Early projections for 2020 indicate a difficult environment, with COVID-19 affecting event revenue, advertising, and membership renewals. However, reduced travel and fewer in-person Board meetings are producing positive income for the first half of the year. Even with the added challenges, the organization is expected to achieve the budgeted performance for this year.

The delivery of the Annual Financial Report is being managed

differently this year. In prior years, the financial summary was presented as an attachment to BMW Owners News. While this format is attractive and presents the report to every member who receives a magazine, the cost to produce a printed report exceeds $5,000 each year and with more digital memberships, some members are out of the loop with respect to the club’s finances.

The complete 2020 BMW MOA Annual Report of Financial Position is available to all members at bmwmoa.org/2020report.

Members can download the familiar format and review the financial performance of the organization along with recent history for comparison. Members may request a hard copy of the financial report by contacting the membership team at (864) 438-0962, or by email membership@bmwmoa.org.

Along with presenting the financial report online, MOA members will find a submission form for comments or suggestions at bmwmoa.org/2020report. Members will have the option to submit their feedback about the organization’s performance, and a selection of comments will be considered for publication in a future issue.

BMW MOA Financial Performance Total Revenue

Total Expense

Membership

Net Profit

$ 3,000,000

40,000

32,207

33,070 30,961 28,765

$ 2,000,000

30,000 25,165

24,000

20,000

$ 1,000,000 10,000 $266,199 $111,379 $0

$109,030

- $7,991

$169,055 2015

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$123,937

BMW OWNERS NEWS | November 2020

2016

2017

2018

2019

2020 Budget

Author of To Hide the Truth

Mile Markers: A Memoir

“Mile Markers by Doreen Oberg is an intimate account of the author’s spiritual journey, captivating the reader with emotional soul-searching and irresistible humor. As she rejects her strict religious upbringing, a multitude of questions permeate the tapestry of her everyday life. This deeply inspiring story brims with warmth, forgiveness, and a huge dose —Susan Noe Harmon, of insight.”

The following story is the author’s account of leaving the Nazarene religion. Rote answers from the Bible could not change the turmoil that erupted within Oberg or her family. Leaving her religious roots was anxiety evoking, but Oberg’s story includes more comical moments than horrible. The experiences of becoming a mental health therapist, getting married, and learning how to motorcycle two-up have brought Oberg the greatest surprises in life.

DOREEN J. OBERG resides in Sierra Vista, AZ and

COPYRIGHT 2020 COVER DESIGN: TARA SIZEMORE FRONT COVER TOP PHOTO: GARY L. QUAY / ADOBE STOCK FRONT COVER BOTTOM PHOTO: GINETTIGINO / ADOBE STOCK AUTHOR PHOTO: PETE MECOZZI JAN-CAROL PUBLISHING, INC. JANCAROLPUBLISHING.COM

Doreen J. Oberg

teaches music and piano part time at a local community college. She holds a Master’s in music from Southern Methodist University. In addition, she holds a Master’s in education from Northwest Nazarene University and has obtained licensure as a professional counselor in both Oregon and Arizona. Oberg’s first fiction novel, Skyland: The Mars Colony is available through Brighton Publishing LLC. Also, her first motorcycle magazine article is available online at the BMW ON September 2017 edition.

Mile Markers A Memoir

Doreen J. Oberg

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RIDE ROADS LESS TRAVELLED Balkans, Adriatic Coast, Alps, Mediterranean & Eastern Europe

From Jan-Carol Publishing: One woman’s motorcycle escape from her Evangelical roots!

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Join the BMW MOA FACEBOOK page today! Get the MOA Newsfeed via Twitter for more BMW and motorcycle news – www.twitter.com/bmwmoa

November 2020 | BMW OWNERS NEWS

19

NEWS

BMW Motorrad unleashes

ITS FIRST M-CLASS BIKE NOT CONTENT TO MERELY OFFER M-CLASS

accessories and performance parts, BMW Motorrad has released its first M motorcycle, a sport bike variant called the M 1000 RR. The M designation has long signified high performance—though at a high cost—and builds on BMW’s racing heritage around the world.

BMW claims the MRR has 212 (crank) horsepower and a 423-pound curb weight. With those specs and a suspension and aerodynamics “designed for maximum race track performance,” the MRR could be the most super superbike available to the regular consumer.

BMW took the S 1000 RR’s liquid-cooled inline four (with ShiftCam technology, of course) and expanded its capabilities. With max horsepower coming at 14,500 RPM and max torque of 113 Nm (153 ft-lbs) at 11,000 RPM, the MRR is clearly made to rev clear to its redline of 15,100 RPM. Two-ring forged Mahle pistons and titanium Pankl con rods combine with a compression ratio of 13.5:1, updated combustion chambers, fully machined intake ports and optimized camshafts to produce this amount of power.

Taking cues from MotoGP and World Superbike (WSBK), BMW has included winglets on the MRR. Controversial at first, winglets have proven to be a beneficial aerodynamic addition at the highest levels (and speeds), and even the skeptics are starting to come around to their benefits. To boost maximum speed capabilities, BMW tested the MRR extensively on the track and in the wind tunnel, and the bike is simply dripping with carbon fiber to keep weight at a minimum.

Front-end suspension is an updated upside-down fork; the rear shock has been updated as well with Full Floater Pro kinematics, whatever that is. Keeping the chassis light and planted is enabled by aluminum and tweaks to the design, making the MRR a beast on the race track yet also keeping it suitable for average rider apex strafing on the weekend, whether it’s at a track day or on a country road.

M carbon wheels and M brakes come straight from BMW’s WSBK race bikes and are standard on the MRR. A new TFT display with a built-in OBD interface provide both basic usability for the everyday rider and race-capable data logging; owners can add the GPS lap trigger and data logger technology easily with an activation code.

Initially, the MRR is only available in one color scheme, light white with the M Sport trim in light blue, dark blue and red. The engine covers are granite gray.

Buyers can also add even more tricked-out M options, including the M Competition Package, which features a lighter swing arm and the new maintenance-free M Endurance chain.

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BMW OWNERS NEWS | November 2020

November 2020 | BMW OWNERS NEWS

21

NEWS

Specifications Engine Displacement: 999 cc Bore & stroke: 80 x 49.7 mm Power: 212 horsepower at 14,500 RPM Torque: 153 ft-lbs at 11,000 RPM Fuel: Super unleaded (RON 95-98), 4.3 gallon fuel tank

Transmission Clutch: Multi-disc anti-hopping mechanicallyoperated oil-bath clutch Transmission: Claw-operated six-speed Final drive: Chain, 17/46

Chassis Frame: Aluminum composite bridge frame with engine supported Front suspension: USD telescopic forks, 45mm slider; spring preload, rebound and compression adjustable Front travel: 4.7 inches Rear: Aluminum twin-span swing arm with central shock; spring preload, rebound and compression adjustable Rear travel: 4.65 inches Wheelbase: 57.4 inches

Brakes and Wheels Front brakes: M twin disc brakes with floating mounts, 320 mm diameter and radial four-piston calipers Front wheel: 3.50 x 17�, 120/70 ZR 17 tire Rear brake: Single disc brake, 220mm with two-piston fixed caliper Rear wheel: 6 x 17�, 200/55 ZR 17 tire

Dimensions and Weights Length: 81.6 inches Width, with mirrors: 33.4 inches Seat height: 32.8 inches Fully fueled curb weight: 423 lbs Permitted total weight: 897 lbs

Speed Acceleration, 0-60 mph/3 seconds Max speed: 190 mph

For more information, contact your local BMW Motorrad dealer. No details on pricing or timeline have been released. Information in this news item compiled from a BMW Motorrad press release.

22

BMW OWNERS NEWS | November 2020

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Join the BMW MOA FACEBOOK page today! Get the MOA Newsfeed via Twitter for more BMW and motorcycle news – www.twitter.com/bmwmoa

November 2020 | BMW OWNERS NEWS

23

NEWS

Welcome our newest MOA members

Douglas Duncan #221986

Aaron Messinger Adam Patzuk Andrew Rzad Andy Davis Andy Welch Barry Alexander Bernard Citron Bill Gridley Bill Greenman Bob Hill Bobby Brooks Bradley Ahrensfield Bret Patterson Brian Conrad Bruce Phegley Bryson McCloughen Chris Stynen Chris Eppard Chris Low Christopher Vazquez Christopher Strader Chuck Frary Coffey Powell Colter Langan Corey Dunsky Cory Wilson Craig Savage Craig Johnson

24

Daniel Perry Daniel Foster Daryl Price David Hord David Vance David Kramer David Garlow David Bier David Gray David Smith Dean Splittgerber Dennis Cooper Dennis Emanuel Donn Folkmann Emily Dykes Eugene Bostick George Marshall George Spyropoulos George Park Gilbert Stemmler Graham Lawson Greg Matty Harold McCluney Harvey Moothart Illia Trushchenko J. Clark Melillo Jake Belter James Gruver

BMW OWNERS NEWS | November 2020

I am glad to be a part of the BMW MOA family!

I purchased a BMW R 1250 GSA for its versatility, balance, dependability and comfort. I have owned several bikes over the past 20 years and each had a specific purpose. I now do a lot of traveling and most of it with my bike and wanted something I can use in the curves when riding with my son and his R6, has the ability to go off-road if desired and is comfortable for those long hours.

I joined BMW MOA for the support network offered by the group.

Dealers are numerous no matter where one travels but so is the support of the MOA. Reading the forum and Facebook posts, seeing what other members are doing, where they have traveled, sharing experiences and tips adds to the enjoyment of motorcycling while providing peace of mind that the entire BMW MOA organization and members are there to maximize the experience.

Thank you!

James Mansfield James Vassello James L Fox Jay Stevenson Jef Denning Jeff Deikis Jeffrey Newton Jerome Miller Jessica Bauer Jim Barth Jim Kepford John Russell John Vashon John Bullington John Evans John Trauner John Baldwin John Langevin Joseph Cain Joshua Williams Kent Nelson Kevin Chesley Kevin Stock Kevin Eissler Kevin Weltzin Kieran Fallon Kimi Ceridon Kipp Wendland

Kyle Wrenn Leigh Gettier Lorin Cirincione Luc LĂŁ Tourneau Maciej Wal Marc Berube Marc-Andre Pare Mark Kirkley Mark Sullivan Mark Thifault Mark Hubble Matt Snyder Matt Hare Michael Levitt Michael Zobrest Michael Flood Michael Manwaring Mike Franklin Mike McCullough Mike Abrams Mike Wasner Mike Fate Norbert Sobotko Norman Fish Numzio Columbus Oivind Brockmeier Paschal Dellavedova Patrick Mcginty

Patrick Johnson Paul Sacramone Paul Ahrens Paul Benton Perry Gelakis Peter Furler Peter Miller Philip Sandiford Preston Cole Randal Craven Richard Grochowski Richard Girard Richard Wambsgans Rob Hackett Robert Romaine Robert Burns Robert Guzik Roger Friede Ronald Smith Russell Roberts Ryan Cuthie Samuel Wellingham Sarah Monette Scott R McMillen Sean Darnell Sergy Lyubchik Shivam Singh Shlomi Bachar

Srivatsan Srinivasan Stan Mulvihill Stephan Andree Stephen Burns Steven LaFlame Steven Conners Tarmo Jallai Tennessee Jed Thomas Seymour Thomas Hassall Thomas Peck Thomas Desideri Timothy Birt Timothy Borges Tom McGuire Tom Scott Tom Hirsch Tony Cerami Trevor Cox Vanessa Vaverchak Wayne Lerch Werner Miram William Meyer Yu-Chun Chang

NEW! MICHELIN® POWER 5 Tire

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The MICHELIN® Power 5 tire is the new choice for ultimate performance in wet and dry conditions. It provides improved wet grip versus its predecessor, thanks to MICHELIN 2CT and 2CT+ silca compounds and 11% void ratios front and rear.* In addition, the patented MICHELIN Premium Touch™ Technology sidewall designs enhance sportbike styling. www.motorcycle.michelinman.com Motorcycle.Michelinman.com @michelinmotorcycle #MichelinOnMyMoto

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*Based on external test conducted in Fontange, France using a 2019 BMW S1000 R fitted with 120/70 ZR 17 front and 190/55 ZR 17 rear tires comparing lap times of MICHELIN® Power 5 tires with MICHELIN® Power RS tires. Actual on-road results may vary. | Copyright © 2020 Michelin North America, Inc. All rights reserved. The Michelin Man is a registered trademark owned by Michelin North America, Inc.

PRODUCT

REVIEWS

Aerostich Cousin Jeremy: Part Two

By Ron Davis #111820 I MUST ADMIT, AFTER I DID PART ONE

of my review of an Aerostich Cousin Jeremy outfit early last spring, I was expecting to put a lot more miles on it during the summer than I actually could. But, you know, pandemics happen. However, I did wear the new pants and jacket on enough rides to add more insight into their merits.

One concern I had initially with the 10 oz. waxed cotton suit was its weight. I have worn textile outfits from Olympia and Aerostich (the R-3), and the Cousin Jeremy does seem heavy. Once on my bike, of course that feeling disappeared, but motorcycle wear’s main purpose is to protect, and I have confidence the heavy fabric paired with Aerostich’s TF3 armor will pay off in an encounter of the pavement kind. The fabric was also stiff at first, maybe even stiffer than that of a Roadcrafter or my old Darien jacket, but suppleness did increase with every wearing. I did tumble the jacket and pants in our dryer with no heat on for a while which hastened the break-in process.

When I was being fitted for the Cousin Jeremy in Duluth in February (not to be confused with Springtime in Paris), Aerostich Founder Andy Goldfine suggested I consider a one-piece suit, rather than a pant/jacket ensemble. At the time, I was thinking more about versatility and the cool looks of the jacket, but the more I wore the outfit the more I appreciated Andy’s advice.

Once you learn and practice getting in and out of an Aerostich one-piece suit, it’s pretty quick and easy. Having to put on the pants, then the jacket is definitely more labor intensive, and I found myself leaving the pants in the closet for short hops, just wearing the jacket, which is obviously a risk.

I was happy though that I had opted to get the bib which zips to the pants, provides more protection from the elements, and prevents any low rider issues.

26

BMW OWNERS NEWS | November 2020

Upper Midwesterners may appreciate how the Cousin Jeremy line from Aerostich coordinates with a legendary waxed cotton Stormy Kromer.

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Above Left, Aerostich’s Bib Converter zips to the back of the pants and increases protection from the elements, with wide suspenders keeping the weight off the waist.. The pants can also be zipped to the back of the jacket. Above Right, Though my wife seemed a little too enthusiastic about drilling me with a pressure washer, the Cousin Jeremy outfit still only permitted a few drops in where the jacket overlaps the pants.

The Cousin Jeremy certainly cuts the wind, keeping me snug in temps down to the lower 40’s with just a fleece and jeans on underneath. I expected the outfit to be hot, but was surprised how cool I remained when temps got into the 80’s; wearing shorts or jeans and a t-shirt, unzipping the under arm and back vents on the jacket and opening the wrist zippers and cuff fasteners really moved the air, especially with the jacket’s main zipper down a ways. The double zipper on the pant legs can also be adjusted to keep your nether regions ventilated. Whether a one-piece suit or jacket/pant combo, the Cousin Jeremy is about as hot in stop-andgo traffic as any non-mesh protective clothing. As Aerostich notes in their catalogue, the Cousin Jeremy is Street/ Touring wear; for ADV I’d recommend something in Cordura.

I never got caught in a real deluge wearing the outfit, but my wife was more than happy to drill me with a pressurewasher to test its water resistance. Despite her somewhat disquieting enthusiasm for hitting me full force from all directions,

water beaded nicely on the waxed cotton, and only a few droplets got under the jacket where it overlaps the pants (Andy’s advice rides again).

Aerostich has been designing motorcycle apparel for almost 40 years, and their many small touches like roll-over waist pocket flaps, forearm pocket, ultrasuede collar and a push-through slot for gloves bear this out. The Cousin Jeremy’s slick “supernyl” lining is also a high class feature.

As I indicated in Part One of this review, a large part of my desire to try Cousin Jeremy clothing was driven by its looks. I confess: Ron’s the name and vanity is often his game. In my mind, the Cousin Jeremy line from Aerostich is their sharpest looking outerwear. Packed with the traditional features all their suits have and Aerostich’s rich reputation for quality, durability and protection, is it wrong to also want to look good???

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No cash access. The Bancorp Bank; Member FDIC. The Bancorp Bank does not endorse or sponsor and is not affiliated in any way with any product or service offered by Michelin.

1

Copyright © 2020 Michelin North America, Inc. All rights reserved. The Michelin Man is a registered trademark owned by Michelin North America, Inc.

Aerostich Cousin Jeremy Jacket: $677 Aerostich Cousing Jeremy Pants: $597 Aerostich Bib Converter: $67

November 2020 | BMW OWNERS NEWS

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27

PRODUCT

REVIEWS

Sargent’s World Sport Performance S 1000 XR seat

By Steven M. Green #198919 SWITCHING FROM THE STOCK SEAT ON MY S 1000 XR TO

the Sargent seat, my highly calibrated ‘butt-o-meter’ registered a 250 percent increase in comfort. Specifically, I’m usually fidgety after about 200 miles with the stock seat on my XR, but with the comfort built into the Sargent, I was still going strong at 500 miles.

I’ll get into the reasons why in a minute, but first I’m going to have to attempt to answer the question some fellow XR owners asked, “Why can’t BMW build a seat this comfortable?”

If you want to be highly analytical, every motorcycle is a series of compromises in one way or another. A production motorcycle must meet all kinds of criteria including cost, performance,

Sargent seat in foreground vs. stock seat in background.

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BMW OWNERS NEWS | November 2020

weight, government restrictions, seating position, styling, and suitability of purpose. In the case of seats, if you were to only use a bike for relaxed, long-distance touring, then you would want a seat that didn’t offer a rider the ability to move around a bunch but would cradle you in upright sitting comfort. On the other hand, if you like to ride in a style where you constantly move around, such as off-roading or canyon carving, a smaller seat profile facilitates body shifting. The Sargent seat cradles you, yet doesn’t interfere with spirited canyon runs. Also, all manufacturers also have cost targets. As you’ll be able to see, this seat is quite a bit more expensive to manufacture than a stock seat. So, while the stock seat is reasonably good, the Sargent is great!

Underside of the Sargent seat.

The first difference when looking at the seat is the change in overall shape. The stock XR seat does have some butt contour but the Sargent clearly is designed to cradle you. Additionally, the pillion seat is light years ahead in comfort for your passenger as well, with both a shaped larger area for pressure reduction and their hidden center comfort groove, just like the main seat. What is that, you ask?

A couple of decades ago, bicycle seats began to appear with the center cut out to take pressure off the perineum area. It was a milestone in comfort. Sargent now appears to be the first seat manufacturer to have a groove cut in the padding to eliminate perineum pressure. You can’t see it, but you can readily feel it with your hand and definitely appreciate it when riding. I’m scratching my head why it took so long to transfer from bicycles to motorcycles, but happy Sargent is leading the way.

Sargent, with its patented technology, also inserts a visco-elastic

layer (memory foam) into their proprietary main seat foam to provide a better distribution of pressure points. Additionally, Sargent makes different seat coverings options available with our sample coming with their UV stabilized DTX material. Other options include advanced variable heating for rider and pillion, a backrest, and combinations of seat/welt materials and colors.

Sargent’s unique seat base fits exactly like a stock pan; however, it’s upgraded. Standard equipment not only includes a strap to hold the owner’s manual, but also an enclosed storage area that can hold registration and insurance information, some emergency cash and even some coins for the parking meter. Another nice touch is the standard Sargent labeled LED flashlight hidden in the seat pan.

The seat is reasonably priced, costing about what many seat companies charge just to change the shape of your stock seat. Since there are so many options, you can find full price info at sargentcycle.com. The seat for the XR starts at $469.95.

November 2020 | BMW OWNERS NEWS

29

PRODUCT

REVIEWS

Garmin’s zumo XT: The Complete Nav

By Roger Wiles #32797 THE CURRENT CAPSTONE OF GARMIN’S

line of moto-friendly GPS navigation units, the zūmo XT, recently debuted. I’ve often heard grumblings about previous zūmo models, including difficulty viewing the screen under certain daylight conditions and frustration when attempting to use a gloved finger to address the touchscreen.

For some, these are minor nits being picked; for others these are dealbreakers.

Happily, Garmin has not only addressed these issues, but managed to creatively pack an impressive host of innovative features into the XT. The XT’s 5.5-inch screen is easily readable, even with sunglasses, in all light conditions I’ve encountered to date, including brightest central Florida summer sun. Even the smallest roads and trails are visible down to the 0.8 miles scale. I find no need for a sunshade. The touchscreen responds reliably and positively to a light but firm touch or tap by a gloved or bare forefinger; any glove appears to work well.

Touch accuracy with a glove is acceptable. Panning can be done with a gloved finger on the screen.

Innovative features include hands-free calling and SOS requests from anywhere to InReach® satellites (requires purchase of InReach unit). Four levels of Adventurous Routing algorithms replace the previous Curvy Roads selection, and of course the XT includes maps with lifetime updates which happen automatically over WiFi. Garmin also includes a topographic map and free access to BirdsEye images (think Google Earth) that can be downloaded as an overlay on a map with or without a current route running.

30

BMW OWNERS NEWS | November 2020

Switchable map overlay choices can be easily accessed on the fly.

A track recorder app is more intuitive and easy to access than on previous units.

Selectable settings enable riders to be forewarned before speed limit drops, school zones, upcoming sharper curves and other special hazards. Alerts can be displayed both onscreen and audibly. A fuel minder app, once set for the specifics of your vehicle, will not only remind you when you reach a low fuel threshold, but will automatically ask you if you want to reset the fuel counter when it detects you have stopped at a gas station. After several hours of continual riding, the XT will automatically offer up a ‘Need A Break?’ screen showing the closest food, fuel and rest stops, with one finger-tap needed to reroute for tank or tummy.

An internal battery is good for a claimed

3-6 hours, and a specific RAM-based 12-volt powered motorcycle mount is included; my bumpy off-pavement experiences have so far revealed no weaknesses in the mounting system. As a Garmin product, map, waypoint and route management is handled both internally and with BaseCamp. Described as rain-resistant, my XT has survived a number of Florida summer deluges without issues.

Free current weather conditions, forecasts, driving conditions and radar, as well as current traffic information, including access to actual traffic cameras, are powered to the XT through the Garmin Drive smartphone app. The music player is straightforward and enables access to your smartphone’s music library or MP3 files stored on the XT. The user can add a microSD card up to 256 GB (the manual

says 64 GB, but this appears to be an error) to store data, music, maps, tracks and more.

The phone app is also simple and effective; I use a Cardo PackTalk Bold helmet communicator, and the ability to see an incoming caller’s ID, as well as hear it and answer with a finger-tap is easy. Phone conversations, once a user gets all the settings in the unit to ones’ liking, are clear and sufficiently loud for most conditions.

Tracks and routes can be managed with the Garmin Explore app.

Incident Detection is another new feature. In the event the XT detects an incident (crash, drop, violent movement followed by inactivity), the InReach function can summon help worldwide. A alert text can also be sent to parties selected by the rider. The XT will display text messages and alerts from the user’s smartphone and even read to the user audibly. A clever Round Trip app makes it easier to find engaging loops with a selected degree of Adventure.

The XT enhances the process of finding interesting riding destinations with purpose with resources such as Foursquare and Trip Advisor. Other Where To resources include Ultimate Public Campgrounds, National Parks, Motorcycle Locations (retailers and repair), History Channel destinations (museums, parks, etc.), nearby fuel and prices and other normal criteria (food, fuel, lodging, etc.). Finding a destination and reason to ride has never been easier; choosing how you wish to shape the route is icing on the cake.

Route Shaping is another innovative feature of the XT, an improvement over the practice of adding a Via Point to redirect an existing route to travel to specific locations, roads or regions as a part of the route. Now, by simply touching the screen, usually zoomed out to “Full Route View,” the rider simply touches the map in the general area desired, or by zooming in, a specific

location or destination, and the XT automatically recalculates the route to find the roads best suited to your request and current route profile. If you don’t like the result, simply touch somewhere else and you have the option to either add additional touch or to delete the previous touch and try again. Multiple “Shaping Points” can be added to shape a route to your liking.

The zūmo XT is an Android-based system and uses a variety of apps in the same way as a smartphone or tablet.

Available apps include ones for the Owner’s Manual, Trip Planner, TracBack, Weather and Traffic, live Traffic Cameras, Red Light and Speed camera, service

history and more to give riders access to copious amount of information and functionality. A setting enables a user to tap an icon and take an instant screenshot of the GPS; the images can then be transferred to another device.

With about a month and a thousand miles or so of XT experience, I find this to be the most advanced unit I’ve used. My complaints are minor: Recalculating a route, in order to change the route’s characteristics (Fastest, Shortest, Adventurous levels 1-4) on the fly is impractical and usually requires stopping to manipulate the unit with a number of inputs.

Route Shaping on the fly, however, is easy and often has a similar effect.

November 2020 | BMW OWNERS NEWS

31

PRODUCT

REVIEWS

The sheer amount of information and data can lead a rider to become overlyfixated on the unit to the detriment of critical current situational awareness.

Many functions can be accomplished on the fly with a single quick glance and finger tap, but the more complex call for the responsible rider to pull over and stop in the shade to address the XT. Two minor misses: The XT uses Garmin’s ANT technology to communicate through the InReach unit, but does not support ANT Tire Pressure Monitoring systems or Ambient Air Temperature sensors. The temperature displayed emanates from the weather app, and is regional. I would like to know the actual air temperature where I am at the moment.

Perhaps future upgrades will address these matters.

With the increasing complexity of electronic devices and farkles, technical issues can arise. A Google search for zūmo XT forums can be very helpful. Some issues include difficulties using Bluetooth and mesh network helmet headsets. My helmet sports a Cardo PackTalk Bold, and it works flawlessly with the XT. Forum users offer a number of technical tips and workarounds.

With such a rich palette of features, it behooves the new zūmo XT owner to hunker down in the easy chair for a few hours to get familiar with the many features, functions, settings, views and apps in the zūmo XT; learning the unit while attempting to manage the risks of riding is not recommended.

Available from a wide variety of retailers for $499, I find the zūmo XT to be a worthy successor to my previous unit, a 276Cx. It’s not perfect, but it’s gaining on it.

NOTE: Mac users may find it necessary to learn a specific routine to get the XT to communicate with BaseCamp; not all Garmin reps are familiar with this.

Frustrated Mac fans may write me if they wish.

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BMW OWNERS NEWS | November 2020

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November 2020 | BMW OWNERS NEWS

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KEEP

'EM

F LY I N G

The busy season continues

By Matt Parkhouse #13272 THE WARM WEATHER

and steady parade of ailing Airheads continue at “After Hours BMW.” That’s what I named what I’ve been doing at home for about 30 years now. I temporarily closed things down when I was working at and partowner of a local independent BMW and Moto Guzzi shop named EuroCity Cycles (“The Thinking Rider’s Shop”). I did not feel quite right competing with the place where I was working.

Susanna and I are taking a short break and will be driving up to Boise to check on her parents, who are 99 and 95 years old and still living at home. I already have a couple of projects lined up for when I return as the bikes keep coming.

I just helped a fellow who brought me another “legacy bike.” This 1978 R 100/7 (the same make/model as Susanna’s) had been his father’s bike. Dad had sold it before he died, and his son just repurchased it. The Slash 7 was in outstanding condition, had low mileage and was extremely clean. I enjoy the feeling I get

when working on these handed-down pieces of equipment. I told the owner, who lives about 100 miles away, to stay with the bike when he brings it back for the next bit of scheduled maintenance. I did spend some time with him explaining about the local group of Airheads, the owners of these machines, and their scheduled get-togethers. I figured he might like to join in.

In contrast to the well-maintained bike above, I’m currently working on a 1973 Slash Five that appears to have had very little in scheduled maintenance done to it.

At 30,000 miles, things like the wheel bearings, hand controls, clutch system, and so on all seem to have not received anything other than the original factory grease! I can’t yell at the current owner (not that I’d yell anyway) as he only recently acquired it. One positive aspect: it appears the bike was stored indoors for most of its 47-year-old life. I’ve just about completed a major service plus and so far, no damage— only a few almost dry bearings and fixtures.

I also recently did a quick bit of electrical work on a 1986 R 80 RT which had no horn when the button was pushed. As a nonworking horn is about the simplest circuit

The new horn relay. It will fit in nicely along the main frame, in front of the voltage regulator.

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BMW OWNERS NEWS | November 2020

to trace, I quickly found the unplugged wire at the horn itself. After I plugged it back in and got a decent “honk,” I offered to add a relay to the circuit, which would only take a few short minutes, as putting a relay in the circuit does two things. First, with the relay and heavier wiring, more current is available to the horn, and more current equals more noise. The other bonus is prolonging the life of the expensive handlebar switch. I believe these switches have just come off “NLA” status, and in about 20 minutes, I had a 12-volt relay wired into the horn circuit and tucked into the under-tank area next to the voltage regulator.

It seems like more and more bits and pieces for our Airheads are coming online.

Considering that the last Airhead BMW was produced for the U.S. market in 1995, that’s pretty good. One example is the KATDASH outfit. “Kat” is an Airhead riding electrical engineer who designed and produced replacement bulb holders for the 1974 through 1995 Airheads equipped with separate tachometer and speedometer gauges. The bulb holders were a real weak point in the instruments, and I’ve gotten

The complete wiring for the horn relay circuit. It will plug into the existing bike wiring.

Right, The time was that the serious home maintainer of airheads needed either one of the SNAB Katalogs or a microfiche reader in his garage. Now, the diagrams and lists of part numbers are available at various dealers' websites. I use MAX BMW or the Real OEM site.

These books are kind of obsolete these days.

Below, Two of the three elegant books done

by Barrington Motor Works. Kind of expensive, but very valuable to someone working on the pre-1970 BMWs they cover.

Just last week I referred to the Slash 2 book to find information about rear drives. The Slash 2 rear drive is not very different from later airhead rear drives. Lots of text, drawings and photos.

Right, The Bing Book costs around $13 from the Bing Agency in Kansas. I seem to grab it to show owners the drawing that illustrates the relation between throttle use and the carb circuits involved.

quite adept at creating wire bridges for the fragile printed circuit. Kat’s replacement bulb holders get rid of the bulbs as they feature built-in LEDs that are remarkably brighter than the originals that use real bulbs. Installing the upgrade is a simple R & R of the parts in the instrument cluster.

Katdash also has kits to upgrade Slash Five bikes, kits to allow LED turn signals and a few other bits and pieces.

Along the lines of updates for Airheads, EuroMotoElectric, just up the road from me in Golden, Colorado, has several replacements for Airhead ignitions, charging systems, and other bits and pieces. I remember lending them a couple

of timing covers when they were first starting about 20 years ago to get the dimensions of some of their replacement parts just right. EuroMotoElectric is a good source for things like air and oil filters, gaskets, seals, etc.

There are several Airhead-oriented sites on Facebook that I am a member of.

Familiar folks from rallies and tech days, newbies asking questions about justacquired BMWs, looking for and selling bikes and parts, and general camaraderie flavor these sites. On one of them, someone suggested that I probably never need to look at a shop manual. Me? The guy who cannot remember specific torque

values he’s been using since the late 1970s?

That posting led me to look over the bookshelf at the back of my work area. It seems I look at shop manuals quite a bit.

Like the SNAB Katalogs, some of them have been made obsolete by various online micro-fiches like the ones at MAX BMW. I rarely look at others, but I often find information that I could not find anywhere else when I do. The BING manual seems to be used almost entirely to show people the drawing that correlates throttle opening with the three fuel circuits in the Bing CV carburetor.

I have two of the three books that the Barrington Motor Works publishes—

November 2020 | BMW OWNERS NEWS

35

Below, My old CHI Tech manual. The Chicago area club put several manuals together. Oak Oklesen was involved in this effort. They have a tune up guide, a 10,000-mile service guide and this electric manual. I use it mainly because it has wiring diagrams for just about all of the airheads.

Above, The Slash 2 BMW shop manual. Each page is printed in German, English, French and Spanish. Useful for one caring for a pre-1970 BMW. It has about three pages devoted to the mounting and aligning of a sidecar on a BMW. You're not supposed to mount sidecars on later airheads but I've used those pages to set up several Jawa sidecars on Slash Five BMWs.

Classic Boxer Charging by Rick Jones. THE reference on airhead charging systems. The book to have if the red light doesn't go out (or if it doesn't light up at all!). $25 from Rick's website.

Several owners' manuals. These were issued with the bikes. The early ones, especially the Slash Five manual, are essentially shop manuals detailing almost all of the needed periodic maintenance for the airhead BMWs. You can order these exact reproductions from Motorworks and Motobins in England for about $30.

The Haynes and Clymer manuals. You gotta have these two. Each one has about 90% of what you need to know. You want both of them because each book offers a different 90%. There are errors in these manuals so if something doesn't sound right, check it out.

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beautifully done, with a combination of prose, photos, and hand drawings. These books focus on the pre-1970 BMWs, but I have answered a few Slash Five questions by looking in these books. Guzziology has absolutely nothing to do with our Airheads, but I enjoy reading through the heavy manual from time to time. In another lifetime, perhaps, an old Moto Guzzi will be mine. I keep and use a couple of the BMW shop manuals, the Slash Five and Six ones, which I especially treasure. They were originally owned by KD Brooks, a retired Army helicopter pilot and one of the part-time mechanics at Doc’s BMW of Colorado Springs, where I started so long ago. KD was a great teacher. That first year at Doc’s was one of constant and intensive learning.

Predating the BMW literature is my copy of Keeping Your Volkswagen Alive (for the complete idiot). Like so many other mechanics, part of the beginning for me involved keeping my mother’s VW bug alive. I have the binder handed to me when I presented at Tom Cutter’s factory tech training at the Butler & Smith facility in Los Angeles back in 1978 and 1979.

Interesting to look back at the notes I took when I was hearing things for the first time.

Rick Jones has done several versions of Classic Boxer Charging and has them on his website.

The charging circuit is a simple system but still possesses several mysteries about why the red light stays on. Out of Chicago, CHI Tech continues to provide several books on boxer electrics, tune-ups, and “the 10,000-mile service.” The electrics manual gets reached for often because it has almost every wiring diagram for the airhead production run. Oak Oklesen had a big part of putting these manuals together.

One last note: I just picked up my friend Marlo’s R 60/6. I helped him pick it out around 1980 when his income finally matched his desire for a BMW. It was a trade-in at Doc’s. I remember Doc Baum being mildly upset when I held up the way-too-thin clutch plate and declared we could not sell the bike without renewing the clutch. Marlo rode that machine regularly for the next 40 years, and over those years, I accompanied him to rallies and at least once to the Hobo Convention in Britt, Iowa.

Today, his rheumatism has affected him to the point where he can’t climb on to ride it. The bike hasn’t run in over a year and was being kept outside. I’ll need to go through it so it can be passed on to the next person.

We don’t really own these Airheads; we just take care of them for a while before the next person comes along.

Right, The student manual that was handed to me when I attended the Butler & Smith technician training session in 1978 and again, in 1979. The instructor was Tom Cutter and the week-long class was an intense learning event, both from Tom and from my fellow students.

Above, The charts I ordered from Prosporos Garage. He has about 500 different wiring diagrams, including ones for every airhead made. I used to sell these when I was vending at rallies. I bought these to help me with a R 1150 GS that suffered a wiring fire.

Right, The "official" BMW shop manuals.

I value these two because they carry notes made by KD Brooks, one of the mechanics at Doc's BMW of Colorado Springs when I started working there.

Marlo's R 60/6. He purchased this, as a used trade-in, around 1980. He's ridden it pretty consistently since then. Other than one problem with the driveshaft about 30 years ago, the bike has been trouble free. Health issues are forcing him to stop riding.

November 2020 | BMW OWNERS NEWS

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TORQUE

OF

THE

MATTER

Understanding the Markings on Your Tires

By Wes Fleming #87301 WITHOUT TIRES, MOTORCYCLES ARE

largely useless. We all know this, but we don’t all know what all those markings on the sidewall mean. While this column isn’t going to demystify the sacred and subtle art of choosing which tire goes on your bike, understanding a little about tires can help you make an informed choice.

There are several general types of motorcycle tires, including dual-sport (on/off-road), sport, sport-touring and touring. Most bikes can physically handle multiple types of tires, but depending on the type of bike and its load, one type is likely better suited for your motorcycle than others. Go with the bike manufacturer’s recommendation for what type of tire you use, but understand you can cross over depending on how you intend to ride your motorcycle.

A 60/40 or 50/50 dual-sport tire will have an aggressive tread pattern highly suited to off-road use.

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BMW OWNERS NEWS | November 2020

Dual sport and sport tires have the most diversity within their specific types. Dual-sport tires are described with a utility proportion, such as 80/20, 70/30 or 50/50. This refers to the tires’ intended use—80 percent on the road, 20 percent off. The closer those numbers get to each other, the more suited to off-road use the tire is likely to be and the more aggressive the tread pattern is. You’ll find these numbers in marketing literature and online discussions, but not on the sides of the tires themselves. Examples of 80/20 dualsport tires include Michelin Anakee, Metzeler Karoo and Shinko 705. Examples of 50/50 tires include Continental TKC80, Heidenau K60 and Bridgestone Trail Wings.

Sport tires will run the gamut from race slicks to just shy of harder-compound sport-touring tires. In general, the softer the compounds used in the tires’ construction, the better performance they’ll provide; high levels of performance come at the expense of longevity, however. Tires with more grip—often referred to as

In addition to their tread design, some tires feature sipes—these horizontal cuts into the tire surface—to help push water away from the center of the tire and improve handling and grip in wet conditions.

The primary information you need to know about a tire is imprinted in large letters on the sidewall and includes size, speed, construction and load information.

stickier tires—simply won’t last as long because the materials used wear faster under use. Sport tires tend to have a less pronounced tread design than, for instance, a sport-touring tire like the Michelin Pilot Road or a dual-sport tire like the Continental Trail Attack. Examples of sport tires include the Dunlop Q3+, the Pirelli Diablo Rosso Corsa and the Michelin Power Cup EVO. True racing tires are known as slicks and have no discernable tread pattern on them. Slicks should not be used on a motorcycle ridden on the street and indeed may be illegal in your state if used in that context.

The size tire fitted to your motorcycle is determined by the wheels; while you can use an incorrect size tire, under non-emergency conditions, you really shouldn’t. If you fit a too-wide tire to your wheel, it pinches the sidewall and reduces the size of the contact patch during cornering. If you fit a too-narrow tire, the profile of the tire flattens out, which could lead to wheel damage.

In both cases, the motorcycle’s performance is adversely affected, which could cause handling problems and result in a crash. It is always best to use the proper size tires for your wheels.

The largest numbers on the sidewall of the tire will tell you the main things you need to know. The example tire has the following: 120/70 ZR 17 M/C (58W). Width is measured in millimeters; 120 mm is 4.7 inches. On this motorcycle, an R 1200 R, the front wheel is 3.5 inches wide, so it’s important to note wheel width and tire width will not be the same. The tire will be a little wider than the wheel.

The next number—sidewall height—is a proportion, or percentage; here; 70 notates the tire is 70 percent as tall as it is

wide, or 84 mm (3.3 inches). Next up is the maximum speed rating, which may or may not be present on your particular tire. Sport and sport-touring tires tend to have this letter present, because it’s great for marketing purposes; Z is the highest rating currently possible, and it represents the tire’s maximum sustained speed—provided the tire is in good condition and properly inflated—of over 149 miles per hour (239 kph).

After the max sustained speed rating is the construction method—R for radial, B for bias-ply. If this letter is absent, you should verify you’ve ordered the proper tires, as there is quite a difference in construction and performance between the two types.

All tires have reinforcing materials—typically steel cords—in them.

Bias-ply tires, with their super-stiff sidewalls, are best suited for heavy loads (and heavy cruisers); their reinforcing cords go across the tire from bead to bead. Radial tires’ reinforcing cords are laid down in a fashion making them look like they radiate out from the center of the tire; imagine the radius of a circle and you’ve got the idea.

After the construction type comes the rim diameter—in inches despite the tire width typically being listed in millimeters.

The last bit is the speed/load rating; here 58 tells us the tire has a maximum load rating of 520 pounds (236 kilos) and W says the tire has an absolute maximum speed of 168 mph (270 kph). The tire having two speed ratings can be confusing, but remember one notes the maximum speed the tire should ever be operated at (W), while the other notes the tire’s maximum sustained speed (Z). Both speed ratings assume the tire is in good condition and properly inflated.

November 2020 | BMW OWNERS NEWS

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TORQUE

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MATTER

Max load at a specific tire pressure is also listed on the sidewall.

You may find information about the construction of your tires on the sidewall as well.

Additional information on the sidewall includes the DOT certification and manufacturing coding. HB means this tire was made at Fabrica de Lasarte in Spain; 7D and 02RX represent model and size information. The last number here is the week and year the tire was made: the 11th week of 2018, or between March 12-18, 2018.

If your tire has a wear indicator, it will look like a small block in a tread valley; when the surface of the tire reaches the top of the wear indicator, it’s time to replace the tire.

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BMW OWNERS NEWS | November 2020

Here you can see exposed steel reinforcement cords. You definitely want to replace your tires before this happens!

Be sure you’re looking at a wear indicator, though. Here is an example of something which could be mistaken for a wear indicator.

The information available on the sidewall doesn’t stop with the size and rating basics, though not all tires will have all the following information on them. We note this tire was Made in Germany, (illustration, page 39) which might be important to some folks. We’re told the max load (536 lbs/243 kg) is possible with the tire inflated to 42 pounds per square inch (psi), at least when the tire is cold. Tires heat up as they roll, so air pressure will increase as the tires heat. This is why you should always check your tire pressure when the tires are cold. Note also this tire’s maximum load is more than the half the motorcycle’s permissible gross weight of 992 lbs (450 kg); combined with the max load of the rear tire (which is slightly higher), this establishes another reason why it’s important not to overload a motorcycle.

“Load Range B” is an indicator of the tire’s strength; B tells us 33 Joules (an energy rating) are required to break the tire. Here we start getting into big-brain science stuff, but suffice it to say you want to see a load range of B or C on your motorcycle tires.

You might find information about the construction of the tires on the sidewall as well. We often assume our tires are made of rubber, and while that’s not an incorrect assumption to make, natural and synthetic rubbers are not the only ingredients in there. In addition to the steel reinforcing cords embedded in the tire, the various plies are made of a number of high-tech materials, including (in this example) rayon, aramid and polyester. You are probably thinking rayon and polyester are used in clothing, and you’re right. However, both can be used as reinforcing layers in a number of industrial and commercial applications. Aramid is a strong fabric used in a variety of applications; one of the brand names you likely recognize is Kevlar. Aramids are known for their strength and ability to resist heat buildup, making them ideal for use in motorcycle tires.

November 2020 | BMW OWNERS NEWS

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A Life Changing Adventure from Brooklyn to Ushuaia Part 5

By Matias Corea #217227

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BMW OWNERS NEWS | November 2020

It’s our third month on the road, and we cross into Perú from La Balza. Perú is about four times longer from north to south than wide, leaving us about 3,200 miles of mountains ahead to explore. The sheer enormity of its landscape is humbling and makes us feel small. These mountains and canyons have been here for eons and will outlast us in a cosmic blink.

Knowing this makes me feel even more alive.

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The lushness of Peru surrounds us.

It’s only been a few days since we crossed the border, and the epic size and lushness of Perú is a feast to the eyes. Perú has been easy going, and we’re in the groove of the trip, not thinking about much more than what we need to accomplish on that day.

We’re on the road to Leymebamba, a small colonial town in the Chachapoyas province on Amazonas state’s eastern edge. As I come around a bend, my bike starts to choke. I turn the petcock to reserve, but I need to find gas as we heard earlier that there’s no more gas for another hundred miles. We’re already running on fumes.

An old lady refers us to someone named David and points to a door 50 yards up the street. We knock, and David and Michel come out with smiles; they have enough gas for us to fill up. You can’t take gas for granted in these areas. Inside, Michel siphons the gas from a barrel using gravity, a rubber hose and his mouth to get the gas flowing. The room reeks of gasoline, and after a minute inside, I’m feeling light-headed. They were in there, with the door closed, probably for at least an hour before we knocked; it can’t be healthy.

They run the “gas station” for David’s uncle, Señor Carlos.

Siphoned by hand and poured by hand, this is how you get your gas in the more isolated areas of South America.

Days later, we take a secondary dirt road over the mountains to cross over to Pallasca. Our map is stuck on a loop, telling us that we are two and a half hours away from our destination, no matter how many miles we ride. We’ve been climbing this road for three hours, and we’re at 13,000 feet with only an hour of sun left. We have seen no signs of human life for a while. We’re low on gas, food, and

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BMW OWNERS NEWS | November 2020

water, and we’re nowhere near our destination.

We keep twirling through the hills, doing 180-degree turns every five minutes, and I lose my sense of north. As we round another bend, we see what looks like a shanty town—blue dots sprinkled all over the hillside in front of us. We climb the hill to find an old man, his wife and dog coming out of a wooden shack covered with a blue tarp. He tells us we’re only three miles from Pampas, which is the town before Pallasca. I feel relieved thinking that at least we can get to Pampas before dark. He tells us to continue following the same road and take the first right turn, which will take us to the main road.

The sun is now setting, and we have only 30 minutes of light left.

As beautiful as the empty landscape is, it also has a dark side.

An hour later, it’s completely dark. The road gets worse with thick gravel and sharp rocks the size of tennis balls all over the road. The rains flooded this section of the road, so we cross over foot-deep puddles every ten seconds for an entire hour. Every time we go over a puddle, water splatters my hands. My gloves are soaked, and my hands feel frozen despite having heated grips and they cramp on the grips. At this altitude, the night is bitterly cold. There is only one season at 13,000 feet.

The darkness feels different when you can only see 15 feet in front of you. It’s isolating to know you’re alone for miles around on a mountain. My mind races, as I go over every potentially dangerous situation while I try to navigate the loose rocks and potholes in front of me. I’m afraid to go over mud and lose control, hit gravel and fall and break something, or drop the bike while we ride close

Freezing and still two hours from Pampas, we make camp outside a mine.

to the edge of the hill. I try to push these thoughts away and focus only on what’s in front of me, but anxiety and adrenaline are a sour cocktail in my stomach.

There is silence in our helmets as Joel and I deal with the darkness and fear in our own ways. I warn him of obstacles with single word alerts. We have been looking for this supposed turn for two hours, but this road doesn’t seem to end. Survival mode kicks in, and we push through the dark, hoping the turn will eventually appear. Either we missed it, or we haven’t gotten to it yet. I’m not sure how much farther we can ride before we have to stop for the night. My legs are exhausted from standing on the pegs all day. I start to think about where we might have to camp, but we’re surrounded by nothing but hills, and it would be impossible to find the right spot in the dark.

Just as we’re about to give up, I spot a right turn. Broken, steep, muddy, and narrow, this new road is in even worse condition than the one we were on—it just doesn’t look right. We decide to scout it for only a few miles. Half a mile in, we see flickering, sharp white light points, moving erratically against a wall of darkness. I’m confused because I can’t make sense of what we’re moving toward.

As we get closer to the lights, what we’re looking at becomes more apparent. A bicycle, motorcycles, a shed, a soccer ball, and, right in front of me, is the faint silhouette of a man in a blue winter jacket coming to find us.

“Hello! We’re lost and need help,” I said.

He introduces himself as Abraham. “You’re two hours from Pampas and five hours from Pallasca. It’s best if you stay here

tonight,” he replied.

Joel and I do not doubt that this is the best idea, and we feel relieved that we won’t need to keep searching in the dark. It seems we’re in good company for the night. Abraham owns this land, where he mines precious metals and minerals. The flickering lights we’ve seen are the headlamps of a dozen miners, working frantically through the night.

It’s freezing, and my toes are frozen numb. To warm them up, I put my feet right on top of the boiling rice pot and, even though the pot is boiling, I can’t feel the heat. It takes a while to get any feeling back. Abraham gives us tarps, water, extra blankets, and a protected place to set up our tents. The miners keep working, and the generator for the mine pushes out intense fumes. Despite the fumes, after getting warm food in my body, I’m ready to go to sleep.

In my tent, I think about the trust and generosity we’ve received from those we’ve encountered on this trip. It’s been the case repeatedly: truly generous people showing the true essence of human nature—people will protect you when given a chance. We’re all brothers and sisters. Even in this remote corner of the world, there is always someone ready to help out and the best way to get help is to ask for it.

Perú is full of stunning roads, and there’s no need to go looking for them. I’ve been dreaming about riding on the famous Cañón del Pato and through the Cordillera Blanca mountain range for some time now. This canyon road is narrow, part dirt, part paved, and carved out of the mountain, literally. Its construction started in 1952, and there are still a few sections of dirt, though more and more

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The mythical CaĂąon del Pato, though beautiful in pictures they don't do justice to how it feels riding through it.

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BMW OWNERS NEWS | November 2020

parts have been paved. The road has 35 single-lane tunnels, unlit and too narrow for anything bigger than a passenger car.

When we enter one of the longer tunnels, I make sure to have all my lights on and honk multiple times, hoping the sound will travel and alert drivers on the opposite end coming in our direction. It turns out, my stress is unwarranted, as we don’t encounter a single vehicle.

It’s hard to keep my eyes on the road as the canyon views are stunning. This is one of the most epic roads I have ever done, and I promise myself I will come back.

Over the next couple of weeks in Perú, we visit Machu Pichu, Cusco, and Lima to see friends and get new tires. Perú has been incredible to us, and as much as it saddens me to leave it, we’re looking forward to seeing Bolivia. A personal dream of mine is to have ridden our bikes from Brooklyn to the Salt Flats.

As we cross into Bolivia through Lake Titicaca, we take a break in La Paz, but we’re eager to move away from the crazy capital into the more isolated areas. For the last couple of days, we’ve been riding with a new Italian friend, Simone. He’s doing the journey solo from San Francisco to Ushuaia.

It’s a perfect day for riding; the sun is up, and our spirits are high. We’re on a lonely secondary road—a straight line to Uyuni cutting through the vast plains. We’ve been riding for an hour and haven’t yet crossed paths with anyone. Ahead is the broad view of the Altiplano and a beautiful dirt road lined with vicuñas peacefully grazing.

Simone is leading the pack. Until this point, I have been the one leading most of the time and keeping a pace that works for me and Joel. Simone is a good off-road rider and is ripping along. He is comfortable, standing on the pegs while appreciating the landscape and pushing 60 mph. It feels a bit too fast compared to our normal pace on dirt, but I want to keep up.

Our bikes are heavy, so even at max throttle, we can’t go much faster than this, and the lack of oxygen at 12,500 feet gives us limited power. A couple of times, my rear tire slides slightly, reminding me that the road is not all hardened dirt but also peppered with soft patches of sand. You can’t be too rigid on a dirt road, so I stand, try to stay loose, and let the bike do its thing. The bike will always go straight with enough momentum.

Well, most of the time.

The next moment, my handlebars started shaking violently from side to side, and my hands were thrown off. Being separated from my handlebars felt like the longest three seconds of my life. I knew a crash is imminent, but it was too late to do anything about it. Then everything went dark.

I opened my eyes. I‘m stunned, dizzy and agitated. My heart was pounding, and I’m very hot. I had sand in my mouth and my eyes, and I’m on the ground, perpendicular to the road.

Looking around, I had no idea where I was or concept of time: country, region, day, month—nothing. I don’t know why I’m here on a desolate road in the middle of nowhere. I did know I’m with Joel on our trip, but I felt very disoriented. I’m still in shock, but my first instinct was to check if anything is broken.

Carefully, I wiggled my toes and fingers and slowly moved my legs and arms. Everything seemed to be intact. I call that a miracle. Joel ran over to me, panicked, asking me too many questions too quickly. I couldn’t comprehend anything he was

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saying. I’m in pain.

I took my jacket and helmet off to cool down. My helmet had an enormous crack on the back of it. I could move my neck, and my head didn’t hurt, so I took my helmet off. I wanted to get up as I had enough adrenaline for the entire population of Bolivia. I got on my knees, but Joel insisted that I stay down so I don’t faint. I took the advice and stayed down.

“I almost crashed too. It’s a miracle I didn’t run you over,” Joel said. “When you fell, I couldn’t see anything in the cloud of dust. I was focusing on not hitting the white dot.”

“What white dot?” I asked.

“Your helmet,” Joel replied. Joel had ridden two feet from my head and almost crashed at the side of the road. I ask Joel to explain the fall.

“The back of your bike started going side to side until you were perpendicular to the road. The bike spit you to the left, then it went to the right.

You’re lucky the bike didn’t fall on you.”

Over the next 10 minutes, I asked that same question five times, completely unable to store anything in my memory after the shock. Joel patiently answered each time.

As my heart rate slowed, I started to breathe more naturally.

The pain became more acute in my left hip and the back of my neck.

Slowly, I returned to my senses, and I see the bike in front of me, lying on its side in the ditch. The fairing was blown to bits; the seat snapped. The duffel bag, the side cases, and the jerry cans are all missing from the impact as well.

“I really screwed it,” I said, hoping the forks were not bent and that bike will still start. In the grand scheme of things, I couldn’t care less about it as my body was most important and a bike can always be fixed.

In my state of shock, I completely forgot about Simone. He had been riding in front of us and had not yet realized I had an accident.

He returned 20 minutes later to find the scene you always pray you don’t see. Simone has a satellite phone, but we didn’t know who to call. Joel tries to trigger an emergency on our GPS tracker, but nothing happened. Technology has failed us.

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We discard the telecommunication route and opt instead for the analog, the old school way. Simone got back on his bike and went back to get help. His best bet was Belén de Andamarca, the last village we rode through where we asked for directions about 50 miles back. It took more than two hours for Simone to return, alongside an ambulance. It’s a good thing I’m not bleeding and get anxious just thinking about it. My adrenaline rush has faded, and my soreness shows me right where I am most banged up.

The ambulance has a big Dakar Rally logo on the window, so I know I’m in good hands as they have taken care of injured riders before. Once I’m in the ambulance, they give me an anti-inflammatory injection to avoid potential swelling of my brain. The ambulance moves slowly on what seems like the bumpiest and longest road ever, shaking me on the stretcher like a contused dirt cocktail.

Before long, I begin to feel the injection effects, softening the pain, relaxing my muscles and calming me down. The state of the road forces the ambulance to go slowly, and it takes us more than three hours to get to the hospital in Oruro, the nearest facility with an MRI scanner.

At the hospital, the results of the scan show everything was OK. I breathed a sigh of relief. I tried to call Joel, but it goes straight to voicemail.

Either his phone has run out of battery, or there’s no reception. I still don’t know where he and Simone are, or what happened after I left them.

Back on the deserted road, Joel and Simone were enduring an even longer ordeal. Simone arranged for a police truck to come get the bike and bring it back to Oruro. They waited for two hours for the police truck to get to them and killed time by picking up all the small bits that broke off my bike which were spread along 300 feet of the road. When the truck arrived, it had no ramp so Joel, Simone, and the policeman had to push it up.

“It would have been impossible if it was just two of us,” Joel said.

In Belén de Andamarca, they waited to get clearance so that the truck could leave its jurisdiction and drive for two hours to Oruro.

They hadn’t eaten since noon, and the ride back was slow and very

Picking up the pieces of my broken motorcycle.

cold as the frigid night set in and the crosswinds hit the highlands.

At 1 a.m., ten hours after the accident, they finally got to their hotel.

Exhausted, shivering, and hungry, they found something warm to eat and had the good sense to drink a bottle of wine to decompress before passing out in bed.

When Joel picked me up from the hospital, the pain was still sharp all over my body, my neck was stiff, and I was exhausted.

Simone had to keep moving, so we said our goodbyes.

I needed quiet time to process the last 24 hours, but at no point did I consider calling it quits and returning home. I was also not looking forward to getting on the bike. My mind kept taking me back to the last agonizing seconds before the crash, playing them in a loop. Countless alternate endings flooded my mind. In each of them, I cannot get up or walk, and others around me suffered for

my imprudence. Serious thoughts to bear in this condition, but I think I must process them all.

Working slowly through the pain takes me two full days to get the bike back to riding condition. I see now that the bike came out of the accident exactly as I have––banged up but capable of pushing on.

On the third day in Oruro, we loaded the bikes to head out. I battled opposite feelings, but I can’t let the fear paralyze me. Facing my fears was the only way I could overcome them. We have made it this far, and I know the rest isn’t going to be easy. I’m hurting, but I still have more in me. We’ll just have to take it slower from now on.

After all the challenges, we finally make it to the Salar. It’s noon, and the sun is the highest in the sky. It has been raining for weeks, and the Salar has flooded. I’ve never experienced anything like it.

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Captivated by the beauty of the flooded Salar, we stop to take a photo.

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Captivated by the beauty around us, we stop to take a picture. When we get back on the bikes, Joel’s doesn’t want to start––the first time in four months that Joel’s bike has given us any trouble, and it chooses the desolate center of the world’s largest Salt Flat.

At this point in our trip, we’ve already faced many problems that needed sorting out. In the past, I have made the mistake of thinking that I could fix something quickly and keep moving according to our plan for the day. After the accident, I’m in a different state of mind. I took my jacket off and pulled my tools out to get to work.

It’s going to have to take as long as it takes.

I could keep the motor running poorly with the choke on as long as I hold the throttle open. When I turned the choke off and released the throttle, the bike quickly died.

When I pull the left throttle cable, the cylinder doesn’t fire. The bike is running only on the right cylinder.

As I work, I think of something my mentor, Peter Boggia, taught me about diagnosing problems: “Start always with the simplest things.” We check that gas flows into the carburetors and that the battery is charged and delivering enough power. I check the jets on the carb to see if they are clogged; they are not impeccable so I clean them, but it made no difference.

The skin on my hands was cracked from the gas and the salt stings my wounds. I look up, and the pain goes away for a moment. The landscape keeps changing; the light and the clouds are moving slowly in the sky, creating different visions every time.

I take out the left spark plug, and it looks OK, no gas or oil fouling, but I’m only getting spark sporadically. To rule out the cable and plug as faulty, I borrow one from my bike, but the problem persists. It’s now clear that the coil is busted and only consistently sparking on the right cylinder.

Finally, a moment of happiness with the knowledge that being prepared and carrying a spare coil has paid off.

Replacing the coil was easy, and we were done in no time.

I am relieved that we were able to fix this before dark.

We load our bikes and put on our gear to head out. As I try to turn my ignition, I see that earlier I left the switch in park, and my battery has drained. We can’t catch a break. I take a deep breath and take my jacket off again. I pull out the micro starter and let the bike charge for a few minutes. It’s around four o’clock when we finally get going again. The town we were planning to get to today is too far away now. and we don’t want to ride at night, so we’ll have to stay in Uyuni.

The clouds gather, and it’s clear that it’s going to pour soon. As the light changes, the sight of sky and land meeting is ethereal, and the water becomes the most massive mirror in the world. It’s one of the most beautiful and mind-bending things I have ever seen. This was a difficult time, but in the end, the interruptions are what make it into an adventure. I know it is worth getting stuck in the most magical place on earth.

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Repairs on the road can be difficult.

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Adventures are built upon interruptions.

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R18:

BY WES FLEMING #87301

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We no longer have to wonder what BMW Motorrad is trying to accomplish with the R 18. Now that it is on showroom floors, we can see exactly what the R 18 is all about, and the First Edition at least is all about history, chrome and appealing to a new demographic of motorcycle riders.

The chrome on the First Edition’s massive cylinder heads gets your attention from a distance, and then you see the long, low and large fishtail mufflers. The beautiful thick-thin double pinstriping on the tank and rear fender may be painted by robots these days, but they definitely throw us back to the days when armies of elderly women sat at long tables in motorcycle factories, painstakingly dragging paintbrushes across shiny fuel tanks.

A key aspect of the way the R 18 looks isn’t just its clear inspiration drawn from the R 5, 2,652 of which were made in 1936-37, it’s what you can’t see. You don’t see any wiring or cables.

You don’t see any sensors. You don’t see any black boxes. The only things in this vein visible are the hoses coming off the handlebar for the brakes and hydraulic-actuated clutch. The R 18 looks clean, and you might find yourself wondering why all manufacturers don’t hide these components more effectively.

No matter what it looks like, the proof is in the performance.

Turning a key is a thing of the past, so press the power button, wait a few seconds, and then click the run/stop switch down and press it down firmly to fire the massive 1802 cc engine into life.

Before you do that, though, you better make sure you have a firm grip on the handlebar, because the sheer torque of starting up the big boxer will jerk the whole bike slightly to the left. It is an absolutely glorious thing to experience, and even if the last bike you owned that did the torque twist went to the right, you’ll never forget that feeling. Ever.

Tuck your toe under the left cylinder and press the shifter down into first gear. The days of the tractor transmission are gone, and you might not even really think you’re in gear until you start releasing the clutch lever and the bike moves forward. The transmission is uncharacteristically smooth for any air/oil-cooled BMW, so put that on the list of positives for the R 18 right away.

The one-down, five-up transmission is geared for torque, and there is enough torque available to ensure you’re never left behind

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at a stoplight. Maximum torque—116 pound-feet—is available from just off idle to about 3500 RPM. By the time you’ve reached the max of 91 (crank) horsepower at 4750 RPM, torque has fallen off significantly, but you’re already going so fast you no longer care. First through third gears will thrill your senses and remind you why you started riding a motorcycle in the first place. You might use the other gears on the freeway to keep up with the stock car racing that is modern American driving, but around town, you’ll be in the strong part of the torque curve so much you’ll forget other bikes don’t perform like this.

The R 18 needs the torque, though; with a wet weight of 760 pounds, this is no lightweight motorcycle. BMW engineered performance into it; however, and once you’re rolling, the weight seemingly melts away. With the long wheelbase (68 inches), the R 18 handles easily on the road and more importantly, handles easily in the parking lot.

Straight-line performance is as BMW as you would expect, and the stock suspension is pliant and responsive. The rear monoshock—hidden under the seat and giving the R 18 a classic hardtail look—provides 3.5 inches of travel. Riding over rough, washboard pavement did not transfer shock to my back nor cause the rear of the bike to become unsettled. The traditional telescopic fork front end is nothing to write home about, but it also generates no complaints. Certainly these components offer the more committed customizer focused more on performance than cosmetics an opportunity to tweak the ride to their heart’s content.

Though the bike looks like it should have fat tires fore and aft, the 19” 120/70 up front provides quick, compliant handling in turns and twisties. The OEM Michelin tires—radial ahead, bias-ply to handle the heavy cruiser load behind—are excellent and gave no cause for alarm during hard acceleration or quick braking. A 16” rear wheel is an odd choice as far as BMWs are concerned, but in the cruiser world, it provides a wealth of tire choices to the rider.

Braking is fantastic, clean and powerful from any speed. The twin discs on the front wheel inspire confidence, and the top-quality Brembo calipers are known for their reliability and strong performance. ABS is standard and partially integrated, which means the brake pedal operates only the rear brake, while the brake lever on the handlebar activates both front and rear brakes, in proportion to the force used thanks to the ABS computer.

Ergonomically, the bike is well laid out and comfortable for my large 6’3” frame. The mid controls are smartly placed, which for me meant about a 90-degree bend at the knees and a comfortable hip angle. Because I have size 14 feet, I found I needed to be precise in aiming for the shift lever—especially when downshifting—and brake lever. The reach to the handlebar is comfortable; thanks to the clean layout, it would be easy to fit risers to both raise the handlebar and move it closer for folks shorter or taller than I am; BMW offers both 1.5” and 4” risers right now. BMW also offers two ape hanger (6.5” and 16” tall) and beach bar (36” wide) options for riders who want more choices than the bog standard handlebar. All the handlebars provide for internal wiring, keeping the front end looking clean and tight, with just hydraulic lines for the brake and clutch visible. (Note: Installing the 16” apes requires relocating the front turn signals to just above the front wheels.)

The stock seat height is a smidge above 27”, and a factory tall seat raises it to 28”. With the mid controls, seat, handlebar and bar

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riser options, riders of any height and stature can find a setup to suit them, making the R 18 perhaps the most easily configurable motorcycle in BMW’s lineup. The standard seat is comfortable enough for several hours of riding, certainly enough for one or two times through the 4.2-gallon fuel tank at a minimum. Should you desire, BMW already offers a number of seat options made by Mustang, a company well known in the cruiser world. No doubt the aftermarket seat manufacturers will soon offer more options.

The single-cell display manages to be both classic and high-tech at the same time. It has an analogue-looking speedometer; no doubt the sweep of the needle is dictated by a computer buried deep in the bike’s interior. A simple menu button on the left hand control cluster allows cycling through a dizzying array of readouts, thankfully including a tachometer and dual tripmeters along with an odometer and a number of performance curve choices. A TFT or touchscreen display would have looked madly out of place on the R 18, so kudos to BMW’s design staff for their restraint in resisting this particular bit of motorcycle technology. Unfortunately, this means if you’re interested in sat-nav, you’ll need to bolt a bulky, unattractive GPS unit to the handlebar or go with something less obtrusive, like the Beeline Moto (reviewed in the September 2020 issue of BMW Owners News).

BMW Motorrad has made no attempt to hide the fact they’re aiming the R 18 squarely at the American market and its cruiser sensibilities. Though Harley-Davidson has long dominated both the American motorcycle market and the cruiser segment, chinks in their preeminent position have emerged in the last decade. All four Japanese manufacturers have popular cruisers on the market,

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and Indian Motorcycle—whose genesis dates back before Harley’s—has enjoyed an ever-growing market share since their reemergence as a Polaris brand in 2014. Harley, long the king of the cruiser hill, now has a target on their back and recent difficulties at the corporate level, coupled with a longer-than-expected recovery from the 2008-9 recession and the 2020 pandemic, have opened the door for alternatives to Harley’s iconic motorcycles.

The R 18 fits into a cruiser subsegment called the custom cruiser. This subsegment makes up about 65 percent of cruisers and includes much of the Harley lineup, plus motorcycles such as the Kawasaki Vulcan, Indian Scout and Chief, and even the Triumph Bonneville Bobber. One key aspect of these platforms is they are easily modified and customized by the owner with a wide variety of bolt-on accessories from both the manufacturer and aftermarket providers.

Another key aspect of the custom cruiser subsegment is its riders, who tend to be younger, less brand-loyal and less into long-distance riding than many of us expect the typical BMW rider to be. This is absolutely a function of the changing face of motorcycling, and while Harley is having some measure of difficulty finding ways to appeal to the shifting demographics of motorcycling, Triumph has a handle on it; it’s nice to see BMW taking a lesson from Triumph’s experience and finding a way to elbow its way back into the cruiser segment. As Vinnie Kung, a project manager for BMW Motorrad, said, “[The R 18] is specifically designed for the American market, but we do not expect it to only sell in the U.S. It has to be as American as possible to compete in the American market.”

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Speaking of elbowing its way back into cruisers, let’s address the elephant in the room: the R 1200 C. There is a perception among hardcore, longtime BMW riders that the R 1200 C was a failure, that it sullied BMW’s reputation and embarrassed BMW fanatics around the world with its mini-ape hangar handlebars, trick flip-up passenger seat/rider backrest, mid controls, low seat height and underwhelming performance specifications.

In fact, the R 1200 C sold solidly and used bikes continue to hold their value well in a fanbase rife with committed riders who wouldn’t bother riding any other BMW. Its performance characteristics, while perhaps underwhelming compared to contemporary BMW motorcycles, were well in line with other cruisers of the day, and yes, that includes the oft-maligned touring version, the R 1200 CL, one of which I proudly owned and rode for many months.

Perhaps the world wasn’t ready for a BMW cruiser in 1998, but the world is different now, and a proper BMW cruiser, while it’s not going to garner much attention from the 60 percent or so of cruiser riders who wouldn’t ever ride anything other than a Harley, is going to slot well into the minds of the rest of the motorcycling public.

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Certainly, anybody who is interested in personalizing their motorcycle with bolt-on accessories will be looking at the R 18; the possibilities offered just by BMW Motorrad at this point are dizzying, and given Roland Sands already makes a line of accessories for the R nineT, you can bet they’re going to get in on the R 18 quickly.

Speaking of the R nineT, the R 18 joins the R9T in the Heritage line. Those of us who speculate about motorcycles believe this may mean BMW intends to create a variety of models built around the big boxer engine, just like they created a variety of models built around the R9T’s air/oil-cooled boxer engine. Right now, in addition to the standard R9T, you can get a Scrambler, strippeddown Pure or throwback Slash 5 version; in the past, BMW offered other variations, including the Racer and Urban G/S. It’s not hard to picture the R 18 with a similar variety, and indeed BMW Motorrad itself produced a slick looking concept they called the R 18/2, which featured shorter mufflers, a café fairing, metal flake paint, blackedout cylinder heads and cast wheels (which, incidentally, are already available from BMW for the R 18).

Spy photos of two touring versions of the R 18 surfaced in spring 2020. Both featured a fat front tire. The simpler of the two also had

a standard windshield (already available), straight mufflers (same) and larger saddlebags than are currently available from BMW. The more traditional bagger version was complete with hard saddlebags, a rudimentary trunk, fork-mounted fairing and panels to deflect wind and rain off the rider’s legs. Frankly, it’s this bagger version of the R 18 that sets my blood to boiling, as I’m looking to replace my 2005 R 1200 GS (which is over 90,000 miles now) with a similarly comfortable touring bike.

In the Zoom-based press event BMW Motorrad held for the R 18 in mid-September, corporate officials were careful not to confirm plans for specific R 18 variations, but said there are variations planned for the future. They did not provide a timeline on when we might expect them to surface, however. BMW similarly would not confirm any additional colors planned, though we can reasonably expect the R 18 to be available in something other than Black Storm Metallic in the future. What Roland Stocker, a design expert at BMW Motorrad, would say was, “We have put a lot of effort and money into the development of a family. There will be more family members in the future.”

Initially, the R 18 is available at two levels: the base model for a surprisingly low $17,495 (plus a mandatory $695 fee for delivery

and assembly) or the First Edition model—which has all the chrome and special badging, not to mention technological bells and whistles like reverse assist, adaptive (LED) headlight and more—for $21,320 (plus $695). You can’t add the Premium Package ($1,450)—which includes hill start control, headlight pro/adaptive headlight and reverse assist—without adding the First Edition Package ($2,150) and the Select Package ($225, includes an anti-theft alarm, lockable fuel filler cap and heated grips). Similarly, you can’t add the Select Package (with its all-important heated grips) without adding the First Edition Package, at least not via the configurator on the BMW website. This may be an issue with the online configurator, so be sure to contact your BMW Motorrad dealer to discuss the various package options.

Check out a video series on the author’s R 18 experience on the MOA’s YouTube channel: bmwmoa.club/YouTube. Thanks go to Morton’s BMW (Fredericksburg, Virginia) for the extended test ride. Visit mortonsbmw.com or your local dealer’s website for more information on the R 18 and the rest of BMW’s 2021 lineup.

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s d n E d a o R

e h t e r Whe

By Mau

r

07971 2 # l l i e ice O’N

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B

orn to ride motorcycles, I was destined to embrace BMWs as my skill set was not defined by the motorcycle’s ability, but rather my trust in it. From that moment forward, the challenge became opportunity and brazenness, a risk worth considering.

Motorcycles are a mindset of the soul, and when you entrust your soul to a properly maintained BMW motorcycle, it will lick you back like an excited litter of Saint Bernard puppies. Those who know me understand that I embrace a challenge, enjoy speed, encourage Farkle and relish the pulse of BMW motorcycles. They beat in my right ventricle, and I retain space in my left for all other motorcycles.

My love for motorcycles began on Irish tarmac roads where an open throttle was king and the brakes an impediment that not only wasted gas but delayed one’s arrival. Ireland was that mystical land where red lights didn’t mean stop but cautioned a rider to look in either direction before proceeding. That was 1970, and today Ireland remains a road racer’s mecca. Anybody wishing to be competitive at the Isle of Man Tourist Trophy hones their skills at Irish road races.

Youth and speed are intricately linked. Yet, it is not age that has curbed my velocity, but maturity. My litany of triple-digit speeding tickets are memories that dwindle with all my other follies. My philosophy is to justify and forgive myself easily; it’s my road to Valhalla. Indeed, in Ireland, I discovered that if I ran the speeding camera at 178 MPH or above, I cleared the road

marking before the camera flashed. Hence the ticket was null and void. Now in my sixties, I still enjoy occasionally letting loose on the straights or getting some hot rubber squirming in the corners though it occurs less and less often and is never sustained for long.

Like today, I crested 103 MPH on my feisty F 650 GS, then immediately backed off to be civil and not embarrass my buddy on his less-proficient Kawasaki 900 LT. Speed and lean are entrenched in my roots, and every plant must be watered at intervals or wilt.

I make no apology for my random, thrill-seeking peccadilloes.

Instead, I accept that I will pay the tariff in the event of a mishap and deal with it clinically. That’s how I roll. A calculated risk is the difference between youth and maturity, and admittedly both are stupid.

I was six years in America when one day, I quite literally ran out of road. It just stopped, gone. Ahead of me was grass and woodlands as far as the eye could see. In Europe, they call such a road a “cul-de-sac,” but in America, it’s referred to as a “Dead End” or “No Exit.” That’s messed up. A dead-end sounds like an anus that has died, and how can you have “No-Exit” without first entering?

Thankfully, 40 years ago BMW produced its first GS, specifically for such eventualities. GS, I believe, means Go Silly—What are you waiting for? And that is how I came to be chatting with the young policeman in the lush hillside trails overlooking New Paltz, New York.

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While some people are just inherently disagreeable by nature, this officer’s facial expression and demeanor emanated the possibility that comradeship might be possible. He looked somewhat out of sorts, like a surgeon or stockbroker on one of those reality TV shows where he is helicopter dropped in the wilderness with a compass, while overhead a dozen drones await the obvious. He had that city freshness about him, smooth cheeks, unblemished oiled skin, sharp haircut, and curious, narrow-set hazel eyes (their sparkle shadowed by the peak of his hat). He displayed no interest in my motorcycle, so I assumed that he was not a biker. He looked too suave and well-kept for rural life, not the type to finger-lick pulled pork around a campfire. Therefore, I surmised that he was as out of place in this forest as he imagined I must be.

From his expression, I suspected that he found my Irish brogue an enigma. Visor raised, I explained that I had already ridden five miles through dry fields and was fearful of my exhaust starting a fire, so when I saw a gravel path, I jumped on it. I made no mention that I had surprised a small flock of sheep who were possibly still at a gallop, or that I had brushed heavily into prickly briars, fell three times and abandoned ship once when things got away from me on a muddy decline.

I watched him struggle to understand my words. He wasn’t the first or last person to flounder under my vernacular and dyslexic rantings. Realizing we were bordering an impasse where only frustration could develop, I decided to dismount. This situation demanded a meeting of minds. I kicked out the side-stand and dismounted to remove my gloves and helmet. He took a step backward at this gesture, lowering his hands. I countered with a step of my own in the opposite direction and released the best smile I could muster and said, “It is a glorious day, wouldn’t you agree? The Lord can be kind and benevolent to all, even on a bad day.” I guess he understood at least half of what I said, as I could see him ease in posture.

Delicately inclined, my Bavarian masterpiece stood between us on its side-stand as gracefully as a giraffe at rest chewing the cud.

It looked picture perfect. The glossy grey paint teasing sunlight illuminated it in majestic form, while thread patterns blended like roots into the gravel. Indeed, it looked like an innocent bystander, as if I had walked alone along this gravel strip of earth and miraculously chanced upon it. It was about this time that I noticed the officer’s Webber belt contained no gun and that he must be a park ranger. The dynamics were shifting like the shadows in my favor.

“No unauthorized motorized vehicles are allowed in Mohonk Preserve. How did you even get here? All the gates are monitored.

Where are you coming from, and where did you park your vehicle and trailer,” he asked.

“I don’t have a car or trailer,” I nonchalantly responded as I lowered my voice to draw him deeper into my tale. “I accidentally drove down a dead-end road near High Falls, and two overweight, angry German Shepherds attacked me like wolverines at a rabbit’s convention. I was forced to flee across a field, and I’ve have ridden several miles since seeking a path back to asphalt.

When I chanced on this trail, I was hoping to intersect with a road. So, I would surely appreciate your discretion to get back to where I should be or shouldn’t have left. If you would be so kind?”

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“Can you stop speaking for a second? God, you’re like my grandmother’s gramophone. Please stop talking and take a breath.

Listen to me, you’re riding your motorcycle on a Mohonk Preserve trail, and that is dangerous for pedestrians, and in violation of regulations,” he said while trying to sound authoritative, perhaps even vexed as he straightened his posture squaring off his shoulders.

Such stature just wasn’t in this gentleman’s nature. Some ships are meant to sail, while others are destined to be scuttled by the first rough sea. I wanted to empower this young man. To give him deciding control, the solution, a way to end this encounter feeling victorious. I’m always happy to accept the defeat of my choosing.

As I pondered on how to achieve this agreeable outcome, a gentle breeze made the shadows dance again, and they rippled across my bike and up the bank, rustling dead leaves. The smell of moist forest and ferns hung stagnant from a previous rain. It surprised me that there weren’t any flies. This certainly wasn’t East Africa, where they swarmed to your sweat like salt-seeking missiles.

I deliberately softened my voice, trying to carry him with the will of my thoughts.

“I’m sorry,” I said. “I live in Teaneck, New Jersey, and in all honesty, I just want to get home and have a shower and something to eat. I’m sorry if I’m trespassing. It certainly wasn’t my intention, and I do apologize. So Sir, if you could give me directions to the nearest road, I would be indebted and obliged for your informed intervention. And please forgive an idiot who erred and strayed; every day can’t be perfect for the living, and the dead always rest calmly.”

I waited to see if I touched a chord within his ethos.

“If you drive for 1/8 of a mile,” he replied with a sinistral as he pointed to the path ahead of us. “Then take the first right you meet. After 100 feet, there is an abandoned house on your left, you can’t miss it. Go by the side of it and down the short gravel drive onto Mountain Rest Road. Make the right, and it will take you into the town of New Paltz,” he said.

Further encouragement was not necessary. To immortalize his victory, speed was paramount. Offering my thanks, I straddled my bike. Applying haste, I stuffed my gloves in my pocket, dropped on my helmet, and cranked the motor into instant life. I know and accept when I screw up, and oddly it frequently involves meeting another person, usually in uniform. This, however, was a more congenial conclusion than most.

I toe nudged my beautiful beast into first to hear that satisfying clunk and slap that only a chain and sprocket can provide. I smiled politely again at the young man and gently rolled on the throttle.

On the move, I looked in my mirror, and he was watching after me. This adventure was over, no bones were broken, no tempers flared and no real harm was done.

Back on the road, I’m hoping there is a Dunkin’ Donuts in New Paltz. Dunkaccino is my absolute favorite hot drink.

If you enjoyed this story, check out some of my books at http:// maurice.ie or electronic copies at all major outlets. Your support keeps me writing.

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November 2020 | BMW OWNERS NEWS

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FOUNDATION

RISK MANAGEMENT TIP: ACCESSING EMERGENCY INFORMATION FROM YOUR SMARTPHONE’S LOCK SCREEN BMW MOTORCYCLE RIDERS ARE A DIVERSE GROUP WHO OFTEN TRAVEL ALONE OR WITH

By Kate Lammers #143552

riders who are not close friends or family. This situation can limit availability of emergency contact information and potentially delay lifesaving actions by first responders.

Have you considered what might happen if you were in a traffic accident or other emergency and were unable to communicate with first responders? As a prudent risk manager, this situation has probably crossed your mind and you may have already set up an In Case of Emergency (ICE) contact in your phone.

Your phone should always be password-protected to secure sensitive information. That also means the ICE contact will not help, because the person with your phone must be able to unlock it to see that ICE contact. A police officer who needs to contact a family member or an emergency room doctor who needs to know medications or critical health conditions will not be able to access the information in your phone.

Most new smartphones include a neat feature allowing you to enter ICE contact and critical medical data that is accessible from the lock screen.

On my own iPhone SE, I used the following steps to set up this feature: 1. Open Health App on your phone. (The red heart icon.)

2. Select the person icon in the upper right corner and select “Medical ID” under “Medical Details.”

3. Select

“Edit” at the top.

4. Fill in various data fields. If sections are not relevant, such as “Medical Conditions” or “Allergies & Reactions,” write “N/A” or “None” to avoid potential confusion.

5. Make sure the “Show When Locked” slider is green. This step is critical.

6. At the bottom is the “Emergency Contacts” section; tap “Add Emergency Contact” to create a new contact. This person’s name and number must be in your phone’s Contact List for the app to auto add it.

7. Once you have selected a contact, indicate his or her relationship. (You can add more emergency contacts; continue repeating steps six and seven as desired.)

To test your Medical ID, lock your phone and then wake it to reveal the Touch ID/passcode lock screen. Tap “Emergency” in the corner to bring up the SOS keypad, and you’ll see the “Medical ID” link at the bottom left. Press this to open your ICE information as well as emergency numbers that can be dialed from that screen.

Following these steps allowed me to set up a personal “Medical ID” that will display basic identification, important health conditions, medication information, and emergency contact numbers when accessed.

For Android smartphones and other iPhone versions, you can do a Google search to identify the proper setup procedure or contact your cellular service provider or manufacturer for setup guidance.

Again, be sure you test the features you have activated from the lock screen mode to assure they are functional.

We sincerely hope there is never an emergency need for someone else to access your Medical ID; however, please take the time to set up your phone now. This simple action can save your life.

Ride safe.

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BMW OWNERS NEWS | November 2020

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November 2020 | BMW OWNERS NEWS

71

SKILLS

Living the Dream!

By James Carlisle #196730

The story you are about to read is true. Only the names have been changed to protect the innocent. The events are retold to provide lessons we may all use to become more professional riders ourselves.

Spillin’ Sprain does what many of us only dream about doing––he uses a motorcycle instead of a car for all his transportation needs.

Almost two years ago, he decided to combine his desire for a fun vehicle with his everyday transportation, so he bought a small Honda sportbike. He then took the time to learn about motorcycling by taking a Basic Rider Course, and over the next year, he continued to build on what he learned there. Spillin’ wore good equipment to protect himself in the event of a fall, learned to spot the signs of inattentive motorists, and to deal with West Texas crosswinds and sand coating the roadway.

Over that year, Spillin’ rode more than most motorcyclists and continuously improved his skills.

After that first year, Spillin’ took the Military Sportbike Rider Course, where they taught him more advanced riding skills that would allow him to take corners with a greater margin of safety, stop in much less distance, and swerve to miss objects that would take a lesser rider down. Then he continued to ride every day for another year. He continued to gain experience and learn at a faster rate than most other riders who only rode on weekends.

Although “Spillin’ Sprain” is not his real name, this story is true. Spillin’ is a smart rider with plans farther out than tomorrow. He does not take risks just for the thrill of it, and yet today, he will wreck his bike. Today a series of choices and events will conspire against Spillin’ Sprain and cause him to give up the motorcycle for some time.

This morning it is cold out, but the sky is clear, and the wind is not blowing. It is

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an excellent day for a short ride on Paisano Drive along the Mexican border in El Paso.

As he tops the bridge, Spillin’ Sprain is in the left path of the left lane traveling at just a bit over the 40 mph speed limit, as is most traffic. The bridge makes a sweeping left, decreasing radius turn as it descends into downtown. About midway into the turn, Spillin’ started to worry about traction. Realizing that he had just a bit too much speed, Spillin’ transitions to his brakes and his bike stands up as his track goes wide. So wide, that he bumps up over the curb, crosses an intersection, hits another curb, and he goes down on his side. His right leg is in pain, but he realizes that he will live, and it could have been so much worse. There was no car making the turn, and by the time he actually went down, he had scrubbed off quite a bit of speed. But the bike!

There are pieces of plastic everywhere.

The front wheel is pointed left while the handlebars are pointed right and it is going to take a lot more to fix the bike than he is willing to spend. At the hospital Spillin’ Sprain finds out just how lucky he was as the injury to his leg will probably heal in a couple of months.

So what went wrong? What could Spillin’ Sprain have done to prevent this crash?

Let’s go back a year

When Spillin’ Sprain took the Military Sportbike Rider Course, he learned that he could shift his body to the inside and place his chin just over his inside hand, while pushing harder on the inside bar to tighten his cornering line and lightly feeding in throttle to stabilize the bike. Over the following year, he usually played it safe.

There was no need to practice these advanced cornering techniques. That is until he needed them. Without practice and repetition, Spillin’ Sprain reverted to instinct. When he realized that his speed exceeded his current lean angle for the corner, his instinct was to apply brakes which caused the bike to stand up and the cornering line to go even wider. After that, Spillin’ Sprain was just along for the ride.

“Practice” your skills.

Let’s go back a month

Last month Ken Condon, a respected author, motorcycle riding instructor, public speaker, and dedicated advocate of motorcycle safety, wrote an article for one of the big motorcycling magazines. The article’s title was “How to Survive Downhill Curves.” If Spillin’ Sprain had read that article, he might have realized, when he topped the bridge on Paisano Drive, he was facing one of the most challenging categories of curves in motorcycling. He might have recalled that all the basics still apply: Look Ahead, Slow, Lean, and Accelerate.

Look ahead to identify the category of the curve and select your line and entry speed. Slow even more than you would for a fast, flat sweeper, scrubbing off speed and weighting the front tire in preparation for turn-in. Lean by initiating counter steer but for a downhill curve, let the bike drop in deeper for a quicker turn in (a great opportunity to use the techniques from the Military Sportbike Rider Course). Accelerate to stabilize the bike and manage traction.

The trick is to slow down enough before the curve so you can crack the throttle ever so slightly and hold that throttle

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setting (on steep hills) or accelerate as you round the bend. This will get some of the weight off the front tire so the bike will track easily around the corner. “Study” to become a proficient motorcyclist.

Let’s go back 5 seconds

The speed limit was 40 mpg. The traffic and Spillin’ Sprain were traveling about 45 mph. This speed was fine for the cars, but a motorcyclist must always be managing traction, and of course, there is usually that light dusting of sand on the roadways in West Texas. Five seconds ago, he should have slowed to an entry speed that would enable him to accelerate through the curve.

45 mph at set up, 38 mph at corner entry, and 45 mph at corner exit are faster than 40 mph through the whole corner. It is much quicker than crashing. “Slow” down!” You can always get on the gas if you slow too much.

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Let’s go back one second

November 2020 | BMW OWNERS NEWS

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SMART. COMPACT. GENIUS!

R

5

NTY

CKOCK A B ST IN

YEA

Spillin’ Sprain held his line of just left of center in the left lane through the corner until he lost control. The line (path) he chose around the turn is also essential. He chose the “outside-outside-outside” path through the corner, maximizing his space between other vehicles and visibility through the curve but also increasing the amount of cornering forces he had to deal with. The “outside-inside-outside” path is the gold standard but is not cast in stone.

This path reduces the cornering forces by opening up the radius of the corner. In this instance, it may have given Spillin’ Sprain just enough traction in reserve to make the corner. Chose your “Path” based on the conditions, sightlines, and obstacles.

What things could Spillin’ Sprain have done to prevent this crash? Practice, Study, Slow, and Path. No one event or condition caused this crash or any crash for that matter. Doing any one of these things would likely have prevented this crash.

Let’s all work together to reduce the number of motorcycle crashes this year by taking these four things to heart: Practice, Study, Slow, and Path.

See you out there and ride safe!

WARRA

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HIGH

MILEAGE

Congratulations to our High Mileage riders!

Rich Westcott #40472 500,000 miles Over my past 100,000 miles, I mostly rode my 2005 R 1200 RT, with the most memorable ride most definitely the trip I took to Alaska in 2018!

When I travel, I prefer to go alone and stay off of the interstates. That trip to Alaska was 10,300 miles of smiles! That same year, I was able to take second place in the BMW MOA Annual Mileage contest and have been in the top 25 in the yearly contest five times now!

I own a 2004 R 1150 Rockster that I have ridden to 49 states. It’s got 324,000 miles on it and runs great––it’s my hot rod! I also own a 1965 R 50/2 with a sidecar and last but not least, a 1957 R 26!

Mike Meredith #65695 400,000 miles I began riding motorcycles in the early 1980s. Prior to buying a 1990 K 100 LT in 1994, I owned several bikes from other manufacturers, but those motorcycles didn’t inspire me to ride the miles that the BMW did.

Since retiring for the last time in 2009 and becoming an old guy with more time to ride, I have ridden a ‘97 R 1100 RT, an ‘02 R 1150 GS, a ‘10 F 800 ST and an ‘09 R 1200 R these last 100,000 miles. All of these machines have been kept running in fine condition by the super BMW mechanic Andy Main and the crew at Big Sky Motorsports in Missoula, Montana.

Rich Westcott

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BMW OWNERS NEWS | November 2020

1,600,000 miles Richard Konen

800,000 miles Leland Prothe

600,000 miles

Raymond Tuggle, Jr.

500,000 miles Kelly Clark Dean Mickelson Rich Westcott

400,000 miles Mike Meredith Michael Shannon

300,000 miles Rhys Blair Richard Moore Phillip Thick Jayne Thompson

200,000 miles Randall Beecham Fred Niblock Kurt Niemetscheck David W. Peterson Fighter Stein

100,000 miles

Greg DeWit Greg Gibson Scott Henderson Steven Kesinger Steven Marsolek Gene Pollock Thom Rieck Christine Sjoberg Michael Sjoberg Christopher Valverde

I am fortunate to live in Montana where we have wonderful scenic roads here and in surrounding states and Canada. It will be excellent for BMW MOA members to experience the beauty of our state at next year’s rally in Great Falls.

We have an active BMW club, the Montana BMW Riders, and to encourage club members to take advantage of the riding opportunities here, the club has set up mileage contests over the past years.

These contests required riding to all corners of Montana, plus forays into Canada and nearby states to earn mileage credits. These contests encouraged me to travel more miles than I had recently.

Although I rode many of the trips solo, I also was accompanied on many of these miles by other club members and even a friend on a Harley. Near my Helena home, we are also blessed with many lightly traveled secondary roads which offer great day rides. I take advantage of them frequently.

My favorite rides over these latest miles have included a trip to the southwest and Death Valley and a journey through British Columbia to Prince Rupert, taking the ferry to Port Hardy on Vancouver Island. From Vancouver Island I took a ferry to Anacortes, Washington, and returned to Montana over the North Cascade Highway and northern Idaho.

Riding a motorcycle is a wonderful way to spend our time.

Phillip Thick #106908 300,000 miles I started riding in 1966 on a 55cc Sears Allstate scooter. Then I moved on to a Honda 90S, a Honda 175CL, and a Honda 350SL. In 1972 myself and five friends took a challenge from the local Suzuki dealer to ride to Yellowstone National Park and back to the thumb of Michigan. I bought a new 1972 Suzuki 550cc two cycle motorcycle for the trip, and we successfully completed the trip with no

Mike Meredith

problems. A co-worker who served in Germany with the Air Force told me that if I was going to take those types of rides, I needed a BMW. In 1973 he located a 1972 R 75/5 with low mileage and talked me into buying it, but I kept the Suzuki just in case I didn’t like the BMW. I later traded the R 75/5 for a new ‘78 R 80/7 which I still own. My co-worker became my riding buddy for many years until his passing in 1992. During those years he and I, along with our wives, rode to about 42 states. I stopped riding for nine years after his death.

In 2003, I bought a ‘99 K 1200 LT in Flagstaff, Arizona, and rode it back to Michigan. The following year I rode that motorcycle to Alaska and later traded it for a new ‘06 K 1200 LT which I still own and ride. In 2014, I purchased a slightly used ‘13 K 1600 GTL which I currently ride.

At some point I realized that there were only a few states and a few Canadian Provinces I hadn’t ridden to, so in 2011 I completed riding all Provinces and in 2014, I rode to Utah, my final state. When people ask about Hawaii, I tell them that as soon as they finish building the bridge, I’ll be on it.

Over the last 100,000 miles, I’ve ridden to Utah, Carlsbad Caverns, Michigan’s Upper Peninsula, northern Wisconsin, the Ozark backroads, the Windy Nine, the Appalachian backroads of West Virginia, Mount Rushmore, to Clemson, South Carolina, a Saddle Sore 1000 Iron Butt, a Bun Burner 1500 Iron Butt, Ontario, Quebec, and to Barber Motorsports Museum where I saw an example of every motorcycle I have ever owned. We even got lucky and met the museum owner, George Barber.

I planned a trip back to Alaska this year, but the trip was foiled by the coronavirus. We will be taking a nine-state trip to Maine and back to Michigan soon. My steady and faithful riding partners nowadays are Rodney Williams and Dana Daniels, and I’ve been dragging them around North American little by little. I’ll ride anything as long as it has a BMW logo on it and hope to ride them for many more years.

Phillip Thick November 2020 | BMW OWNERS NEWS

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Randall Beecham #52893 200,000 miles

Fred Niblock #154080 200,000 miles

My wife Lynne and I have been riding partners for 45 years. Our first 100,000 miles together was achieved on Harleys, Triumphs, and Yamahas. We got our first BMW in 1990––a left-over 1988 K 100 LT. Along with the K, we rode an ‘81 R 65 and an ‘88 R 100 GS to our first 100,000 BMW miles.

Our rides have taken us to Maine, Florida, Texas, Wyoming and lots of places in between. Every ride is memorable in one way or another, but our longest was a three-week tour that took us from our home in Ohio to the Black Hills of South Dakota. Then we traveled through Wyoming and down through Colorado and New Mexico. A hard left took us through Texas, Oklahoma, Arkansas, and then into Tennessee. Finally, we headed north through Kentucky before heading back home. We totaled about 10,000 miles of seat time on that trip.

Most of our second 100,000 BMW miles was on our 1997 K 1100 LT, an ‘02 GS (both still in the garage), and an ‘07 RT. Depending on our mood and the distance, we rode one of the three to a few National Rallies and quite a few local events. Along the way we have met many BMW enthusiasts, some of whom have become very close friends.

Unfortunately, on the very day that we rolled over 200,000 BMW miles, two seconds of inattention on my part caused me to crash the RT. While I walked away with stitches and bruises, Lynne didn’t walk unassisted for almost four months. But, after much help from devoted doctors and nurses, Lynne is “almost” as good as new and didn’t hesitate to climb on behind me as soon as she could.

We are both 68 years old and don’t ride as far as we used to, but we still ride the K and the GS frequently. Our plan is to ride as long as we are able.

I’m a relative newbie to motorcycles and began riding in 2008 aboard a 1980 Honda CB750F. Then BMWs captured my interest, which resulted in the purchase of a used 2002 R 1150 RT from Engle Motors in Kansas City. I thoroughly enjoyed the RT and put 50,000 miles on it before trading up for a used ‘05 K 1200 LT. The LT was a great bike, and I would probably still have it today if it hadn’t been for a deer which prompted my purchase of an ‘05 R 1200 RT. Then in 2015, on a cold and windy January afternoon, my wife and I took a 2013 K 1600 GTL out for a test ride. That was 100,000 miles ago, and our GTL has taken us to most of the lower 48 states and the completion of an Iron Butt Association Master Traveler Award by visiting more than 60 National Parks in more than 25 states. The GTL also took us on a seven-week, 9,000 plus mile adventure to Alaska and back.

The GTL and my previous BMWs have taken us to our Western Central Missouri Polar Bear events (twice monthly lunch rides in between October and March) and to our Tour of Missouri summer scavenger hunts across Missouri, looking for the unique and unusual. We’ve also enjoyed visiting Tour of Honor sites around the lower 48 and Alaska as well as numerous Iron Butt Association SaddleSore and Bun Burner rides and riding to raise money for the American Legion Legacy Scholarship.

When I began riding in 2008, I would never have thought I would have covered so many miles. I’ve got to recognize my great mentors from the Kansas City BMW Motorcycle Club. One of them introduced me to the Tour of Honor and Iron Butt Association and another, a senior member, inspired us to ride to the far reaches on North America.

Get Ready, Kick Stand Up In Five Minutes!

Randall and Lynne Beecham

Fred Niblock

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BMW OWNERS NEWS | November 2020

David W. Peterson #90113 200,000 miles After 32 years and 250,000 miles on BMW motorcycles, it occurred to me to memorialize the occasion. So, I gathered the requisite evidence and sent it on to the BMW MOA and BMW Motorrad to see what would come back. A short time later, plaques and certificates and engraved metal tokens arrived on my doorstep. Not a bad haul for doing what I love.

I’m an ambassador for the BMW Riders of Oregon. On the first Saturday of every month, I lead a ride along whatever ribbon of road is appropriate for the occasion. Warm summer days can find us completing a 400-mile loop through one of Oregon’s vast scenic landscapes. Cool and wet winter rides might take us 70 miles or so. But every ride is meticulously planned and pre-ridden. Folks think I’m being diligent when the truth is, I just like to ride.

My riding has been spread between an old, reliable GS and three RTs. GiSele, my red 1999 R 1100 GS, has been my go-to for nearly 100,000 miles. Whenever the ride calls for dirt or a tent, GiSele is between my legs. But my wife, Diane, is my copilot much of the time, and if we’re two-up, we’re on an RT. My silver 2003 R 1150 RT has ferried us for 92,000 miles, and we were so smitten by that model, we sought and found another ’03, this time black with only 15,000 miles. Later, after 37,000 miles, we discovered our current mount, a 2014 R 1200 RT which is simply the finest motorcycle we’ve ever ridden and may just be the last bike we’ll ever need.

Over the years I’ve ridden the 24-hour endurance rally circuit and more 1,000-mile weekends than I care to count. But my most memorable rides are always the rides I share with Diane. At the top of the list was a 6,000-mile loop through Big Bend National Park in Texas. An 8,000-foot high mountain range contained entirely within a national park in flat and desolate west Texas.

Who knew?

David Peterson

Our motto for most every ride is “No Interstates.” Our country’s greatest federal infrastructure program is fine for commerce, evacuating populations from impending disaster or serving as emergency runways. But fulfilling the needs of this curve-seeking motorcyclist and his favorite passenger? Absolutely not. I love pouring over maps for hours on end to make sure.

While I’m often with Diane and friends, I’m also quite comfortable being out on my own. That should surprise no one, as motorcycles are inherently a monastic endeavor. But alone or with friends, it’s all about the ride and pursuing the route not yet taken.

Steve Marsolek #194815 100,000 miles In 2011, after a many year’s hiatus from riding, I purchased my second BMW, a low mileage 2002 R 1150 RT. Little did I know the effect that bike and the open road would have on my life. Riding from Dallas, Texas, to my home in Atlanta, Georgia, hooked me at that point on long distance riding. Later that year, I retired and moved back home to Minneapolis, Minnesota. I was pleased to find that my wife, knowing how fond I was of long-distance riding, had found the perfect starting ride for me: the SCMA’s USA Four Corners Tour.

During the long, cold, non-riding season in Minnesota, I researched just what would be required for such an undertaking. I prepped the bike, purchased everything that was suggested and packed and repacked numerous times. On May 29th, 2012, I was ready to start my journey.

During my research, I found that the Iron Butt Association sponsored an event that I could do in conjunction with the Four Corners Tour, it was the IBA National Parks Tour. I reached the starting point for the Four Corners Tour on June 5, 2012. After filling out my starting forms and gassing up, I departed Blaine,

Steve Marsolek November 2020 | BMW OWNERS NEWS

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Washington, and headed south towards the next check point at San Ysidro, California, which I reached on June 7. After taking the required pictures and necessary paperwork, I was on my way again, heading to the check point at Key West, Florida, which I reached on June 14. Then I continued north to the final checkpoint at Madawaska, Maine and the Four Corners Park.

I reached Madawaska on June 19th, fourteen days and 7,659 miles later to complete my Four Corners Tour. By the time I returned home, my ride covered more than 10,000 miles, 25 states and 67 National Monuments and National Historic sites. Since this ride, I have completed three SCMA Three Flag Classic events, completed the SCMA’s California Mission Tour, earned three IBA awards for rides, and completed the Minnesota State Parks Passport Club Tour, the Wisconsin Rustic Roads Tour, and Three Tour of Honor events.

In all, my bike now has over 145,000 miles on her. She owes me nothing, and I owe a lifetime of enjoyment to her. She is priceless, but the one that is most priceless to me is my wife Barb, as without her allowing my time away, none of this would have been possible.

Thank you.

In closing, I can only share the saying I have lived and worked by, and that I have placed on my paver in the Madawaska Maine Four Corners Park: “LIFE IS GOOD TODAY”

Gene Pollock #20616 100,000 miles My interest in BMW motorcycles began when my father brought home a 1969 R 69US in about 1971. Oh, what a beautiful machine.

It was black with white stripes and it sounded like a sewing machine at idle, so quiet and smooth—much better than the UJM bikes I had been riding. Dad let me ride the bike in 1973 and I was sold!

After a few more years of riding other brands, I decided to get a

Gene Pollock

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BMW OWNERS NEWS | November 2020

BMW. On August 16, 1979, I put a deposit down on a 1978 R 100/7 from Corsetti’s Cycle Sales in Ambridge, Pennsylvania. The price out the door was $5,080.58, which at the time was a lot of money for a 24-year-old kid! Thus, began my addiction.

By April of 1980, I had ridden 5,000 miles, and I heard about a group called the BMW MOA who were having a rally in Prineville, Oregon. So, I quit my job and rode west to see what this rally stuff was all about. Man, what a great time! The town opened its doors to the 3,000-4,000 BMW riders who came in from all over the country and from other places, too!

After returning home, I decided I was going to ride this bike 100,000 miles and get the award I had heard about at the rally. I joined the BMW MOA in late 1980 and as time passed, Dad and I attended many local and national rallies.

About 1984, Corsetti’s closed and from then on, I have done all my own mechanical work. Bob’s BMW, Capital Cycle and more recently Mathias Cycle have been my sources for parts.

In 1992, I took my six year old son to the Du Quoin, Illinois, rally.

Chris had a great time; I think he caught the moto touring bug, and we have traveled together for years.

I think the most memorable rally was in 1998 in Missoula, Montana. Chris and I rode and camped from Pittsburgh, Pennsylvania, to Missoula and back––a great 5,000 miles and two and a half weeks! As time went on, family and work took most of my time, but I still managed to ride a few thousand miles and get in a few rallies each year.

The adventure to get to 100,000 miles took a bit longer than planned, but it has been incredible! Over the years I have ridden the “roads less traveled” and met many other like-minded people. It has been fabulous. Thanks to BMW, my R 100/7 has been reliable and easy to maintain.

This is not the end of my addiction. Now that I am retired, I plan on riding this moto for many years and miles to come.

Thom Rieck

Thom Rieck #150400 100,000 miles I purchased my first BMW in May of 2013, a 1995 K 75 S, and it has borne most of the burden of these first 100,000 (s)miles.

I rode that motorcycle to many local and national rallies as well as the Iron Butt Association’s “48 states in 10 days” ride. In the last couple of years, I’ve been able to also add an ‘07 R 1200 RT, a ‘09 G 650 GS (which didn’t’ stick around for too long), and a 2013 F 800 GS. I also borrowed a K 1200 LT (thanks Brian!) to complete an IBA “Piston Diversity Ride,” where you ride 1,000 miles in 24 hours on 1, 2, 3, 4, and 6-cylinder motorcycles. I’ve ridden every mile of every highway in Minnesota and have enjoyed meeting so many wonderful people on two wheels over the last seven years. Hopefully the next 100,000 doesn’t take so long!

Christopher Valverde #146686 100,000 miles The first time I saw a BMW motorcycle was back in 1979. I knew I wanted a bike with a shaft drive. Back then, Honda, Yamaha and BMW were the only marquees I was aware of that had that feature.

Because the Gold Wing was too heavy and the BMW too expensive, I bought a new Yamaha XS 1100 Special and put 40,000 miles on that bike. During that time, I became friends with Tom Ayoob, aka “the Road Camel.” Tom owned a BMW and we went on many road trips together.

I met my wife while I had that bike, and she enjoyed riding on the back. In the summer we would take moonlit rides in the early morning hours to beat the heat. She still enjoys riding on the back of our ’07 K 1200 GT. Moving from a small town to the big city and the responsibility of a young family kept me off riding for years. With the boys finally

grown, I started thinking about riding again. Of course, I had no jacket, gloves or helmet. After picking up some gear I was prepared to begin test riding a BMW. What an exhilarating experience. I couldn’t keep my teeth behind my lips. On the way home the wife said, “Wouldn’t it be cool to ride up to the family Easter dinner on the bike?” I agreed and we went off to get her gear. I called the sales manager and said we’d be there in an hour to pick up the bike and could you put the top box on? We had a fantastic ride that Easter Sunday.

Our first legitimate trip was to Portland, Oregon, with a couple of riding friends. We rode from the Bay Area along Highway 1 and back home via the inland route stopping at the Columbia River Gorge and Crater Lake. It was a great time. Over the miles there have been many memorable trips, and we have met fantastic folks along the way.

One of the most memorable rides was my first trip to Zion, Bryce Canyon, the north rim of the Grand Canyon and then down to Rio Rico to see relatives. While three of us started out on the trip, the two other riders turned back towards home just past Zion, but I was not ready to do that.

I continued the trip to Bryce Canyon, then headed south. In Knab I asked a local if he could only go to one rim of the Grand Canyon which would it be. He explained that for him, the North Rim was the most scenic of the two. While eating breakfast the next day at Jacobs Lake, I queried my waiter about the north rim and he said his favorite place was Cape Royal.

There is something very freeing about riding solo. It was late October, and the roads were clear as the tourist crowds had left weeks ago. I made my way to Angel’s Window, through heavily wooded forest to meadows, and through stands of bare trees that bore silent witness to the devastation wrought by a previous fire.

Along the way I would stop and gaze in wide wonder at the view of the canyon below.

When I arrived at Cape Royal there was one car in the parking lot.

As I headed down the path to the lookout site a couple passed me headed back to their car. I was elated to have the vista to myself. I sat quietly, listening to the wind as it caressed the canyon walls which at times would sound like the blast of wind through your helmet while riding. Then it would become silent, and I could hear the wind whispering through other parts of the canyon. As I sat there, I envisioned all the people who had revered this majestic, sacred place throughout the ages. Truly a humbling experience.

I continued on through Sedona via 89A, stopping in Jerome and then making my way down to Rio Rico to spend some time with relatives. This trip was so captivating I took my wife on the exact same trip a year later.

In 100,000 miles there are many stories that can be told.

Some say it’s the journey not the destination. My most amazing story, however, is my journey through life with my beautiful wife and sons, both on and off the K 1200 GT.

Christopher Valverde November 2020 | BMW OWNERS NEWS

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MILEAGE

SLAVES

Risky riding while Covid-Cursed

By David Cwi #28490 I AM GUESSING YOU

don’t want me to talk about COVID-19.

I’m writing this in August, and surely by November, you’ll have had enough of this pandemic stuff. But maybe it’s time to get real about what it’s done to our love affair with motorcycling, especially if it’s going to be around a while longer. To be blunt, I miss you. Let’s start with that.

Since we last connected, my season to that point had been more stumble than motorcycle rumble. For me and maybe for you, 2020 will be remembered as the kinda-sorta riding season. Where do I start?

One thing is for sure: If you love getting together with other riders, COVID-19 has made that a bit of a challenge. I’m not talking about friends in Canada that I may not see for a year since the border is closed. I’m learning some of you are not riding at all or changing how you ride with COVID-19 all around you. I recently met this head-on when we tried to reschedule the annual Ozarks Rendezvous, which was initially canceled as states went into lockdown in April and May. Call it Stumble #1 driven, in part, by a Big Jim email.

Each year Jim organizes the event. His email was a case study in how NOT to herd cats. When dealing with cats, you dangle shiny objects and try to not make a big noise. More to the point, it was a teaching moment for me into how some folks think about “risk.” It was surprising, given that our love affair with a leisure pursuit, that’s all about risk management.

Are you in protective riding gear all the time? What about maintaining your skills to be ready for the sudden trash dump off the pickup truck in front of you? Are you

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always paying attention without daydreaming? Checking that mirror before changing lanes? You get the point. That said, when it comes to COVID-19, some of us are paranoid. Or are we?

Back to that teaching moment. Jim said he saw a news article about a new CDC report listing emerging hot spots, and Arkansas was on the list. This report, of course, comes out three weeks before the Ozark ride. As luck would have it, Jim lives in a part of the upper Midwest heartland where there was little in the way of COVID-19 at that time. Folks there were not mandated to wear masks, and restaurants were not closed, etc. But Jim reaches out to the other riders for their thoughts.

BIG MISTAKE. Or maybe not.

One of the riders from the east coast opines, “Regrets. Too much COVID-19 going on there for me and mine. Take care, especially in the northwest corner and central Arkansas. Remember, the number of actual cases is generally 10-20 times higher than the number of confirmed cases.”

Well, now let me get this straight. There is too much COVID-19 for your sensibility, but the level is freakin’ higher than we might suppose. RUN, don’t just walk away!

To make matters worse, Jim does not push back but agrees with this, noting, “Discretion is still the better part of valor.”

Say what?

Going to some rural county in Arkansas is a blessing for those living in real hotspots, not a curse. At the time, the county we were going to had one death and 33 cases, and we would be in rural areas all the way there and back. The level of COVID-19 in this “emerging hot spot” is driven by urban Arkansas locations, not where we would be. The actual likelihood of exposure was far less than my home county or the local areas where the riders live. I push back with facts, but the damage

was done.

Had Jim not asked for input, these riders might not have thought about it and just showed up. Jim needs a cleansing run, motivating a re-think based on the “facts.”

And the two of us agree to show up at the appointed time and place but not before I put in my two cents: “Jim, I will not eat inside a restaurant,” I told him.

“Really?” he replied.

“Yeppers,” I say, “And fear not, I called your favorite restaurant, and they have outside seating and require masks.”

“Really?” he said.

Yep, when it comes to eating inside with folks I do not know, I am cautious. The Devine Ms. Cindy is even more so and will not eat at all inside a restaurant or take off her mask, I told him.

If COVID-19 has made things wacky, COVID-19’s impact on dealers is the other curse compounding my riding problems.

Recall I had no local dealer, and as COVID19 was unfolding, the new Indy dealer still did not have a BMW dealer number, and I need to get the bike serviced.

While my bike runs fine, I have a fault light and they only have one BMW tech hired from the old dealer.

I tell them, “Guys, I think my bike tells me the tire pressure sensor is shot. The bike is rideable, but I want that light to go away.

Can you confirm I’m right, get in the bits and pieces needed to fix it soon? I’ve got a ride coming up.”

They fit me in and then drop the news that BMW gets over $200 per sensor.

“Say What?” I exclaim!

“And if one sensor is shot, we might as well replace the other.”

Well, since the wheels are coming off, what the heck, let’s do more. Raider Peter swears by this puncture sealing tire balancing stuff that does not gum up your rims and will not destroy BMW’s sealed tire

pressure sensors. Naturally, the Covid Curse kicks in, and the stuff is not available. Why? Because the plastic bottles they use to package it come from China and the manufacturer is waiting for a shipment.

Luckily, I find a store in the Carolinas that has a bunch. Raider Karma. Yes, you can get in touch with me to find out if this stuff works, does, or does not drive the techs nuts, and no, it is not green in color.

But I digress.

So, the Ozarks weekend approaches, and I will finally get in the first long ride of the season. Might as well take it easy and get out the night before and stay somewhere in Missouri so I can hit Push Mountain Road the next day, then rumble some great roads with a late afternoon arrival at the hotel.

Then for Saturday, there are some great technical roads, and a terrific lunch at a restaurant in the middle of nowhere with a relocated New York City chef at the helm.

After that, I’ll punch it home on Sunday with one long tank-torching blast. I am psyched.

Then the phone rings.

“Dave, this is Jim, have you checked the weather forecast?”

Well, now it seems the Covid Curse continues. There has been no rain forecasted, but now, of course, there is some rain that turns out to be three days of HEAVY rain. We’ve been down this road before and agree that we need to reschedule yet again.

But I’ve got a bike with no fault lights and some stuff in the tires, and I will ride.

PERIOD. So, I set off, stopping in a light rain at the Pilot in Terre Haute, Indiana, to gas up.

Then, I put on my face mask to go inside, tap a kidney, and check the weather app to see where the fronts are.

I was heading west to Missouri, but the app says to run south, young man or die as a big mess is about to land on you. So, off we go in the general direction of Shakamak State Park southeast of Terre Haute, where I first met the Devine Ms. Cindy at a club rally. I tap my Sena unit to alert her that I’m headed that way, but the unit does not come on –– not a good sign. Did I forget to charge it? Great.

So, I set off in the rain, deliberately trying to get lost. Soon enough, the GPS goes blank, and I figure that there is a simple connection I can fix, and surely there is fast food and a sandwich somewhere down the road where I could kill two birds with one stone. About that time, I felt the first drop inside my jacket.

I’m a textile kind of guy, and none of those jackets have worked for me as waterproof except for the one I bought last year with the big letter K on it that WAS waterproof last year. I figure maybe that raindrop snuck in down my neck––what the heck, it was just one drop. Soon enough, fast food appears, and it is evident that power to my GPS is gone. All of my non-switched extra accessory do-dahs power outlets and SAE ending cables are not firing, indicating a snafu at the box they all connect to. Now, it’s raining harder.

What to do? Why not aim, of course, for a water tower since a water tower means a town? A town means a gas station and something to huddle under to eyeball the situation further. What I really want to do is pull out my phone, load up MapQuest, and pair the phone to my Sena and let MapQuest figure out where I am and talk me home. I pause. Did I mention my Sena unit will not fire up? I’m lost, and soon it gets better as that drop of water has turned into what now feels like a trickle.

OK, this could be worse. I know that I’m within 100 miles of home and getting wetter by the minute. The afternoon air is a stainless-steel matt gray. A gray with all the colors gone and what you’d expect if a fog lifted, but the mist remained. There’s no freakin’ way to tell if I’m heading north, south, east, or west with no evidence of sun.

Well, I was going south, so let’s hang a left, and surely that will take me to some highway I know. Yep, the road takes me to a sign saying the road is closed for bridge work, so I hang another left on a very rural 1.5 lane paved road suitable for farm equipment. As the rain starts to come down even harder, I roll along, hoping I’m not about to hit a “sometimes flooded”

road zone. I then realize the trickle coming into my jacket has reached my nether regions.

Before long, I see a sign telling me that I’m headed toward Indy if I turn right.

That road becomes a four-lane divided road, and before long, I’m somewhere near the airport, and by some magic, I’m hitting the beltway, wondering how I pulled this off. All the while, my LDC gear designed to take moisture away from the body is busily at work, and I am acutely aware it is soaked, but home is near.

Once home, the Devine Ms. Cindy asks about my ride.

“Absolutely perfect!” I said. “I do have a wiring issue to sort out, but the bike is running great, and I had a blast and even found some new roads.”

I go on to tell her that the way cool holster style bag I bought to carry a couple of masks and hand sanitizer does seem waterproof and makes me look even cooler to kids when I’m off the bike.

My phone then chimes me, and I see that a message from a long time Raider regarding the upcoming Raider September Rendezvous in the Carolinas.

“Dave, would really like to go to the September run, but with the virus out there affecting minorities the most, the risk vs. reward is too much. My Mrs. is flat against me going. I hope you understand.”

Then I see an email from another Raider.

“Hi Dave, after giving much thought to the September ride, I am sorry to say I will not be attending. It’s the Virus. So far me, my wife and my family have been safe. I have not worked since March, just trying not to get it. The ride has a risk that I just can’t take. I hope that everyone has a safe ride.”

It’s August and 10 riders are scheduled to show for the September event. I’m psyched to see them. Maybe by November, when you read this, we’ll have a better sense of when, if ever, this pandemic is going away.

It is stopping me from connecting with a lot of good folks I miss.

Get out, maybe even get wet, and ride.

I need to see you down the road.

November 2020 | BMW OWNERS NEWS

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SHINY

SIDE

UP

(and the things we’ll see)

Motorway Madness, Part Two

By Ron Davis #111820 IN MY SEPTEMBER COLUMN I DWELT ON THE FRIGHTENING AMOUNT AND HEAD-SCRATCHING DIVERSITY OF

debris we riders encounter on the highway. Baby-head rocks, ruts, water crossings and tree roots are obstacles we accept as coming with the territory off-road, but the terrifying drek we have to deal with on the pavement is often the result—let’s face it—not of natural causes, but of cager negligence. In response to my column, quite a few ON readers had their own stories to share on the perils lurking on the highway, and here are a few…

For many years, I commuted across the Houston Ship Channel Bridge, a huge, six lane metal-grate affair rising about 200 feet above the ship channel. The bridge has a long concrete approach, then rises sharply to the top of the superstructure. There were no shoulders on the metal part of the bridge, just narrow emergency-stop lanes about half the width of a passenger vehicle. One morning I was cruising in the middle lane on the concrete approach at the usual 70-75 mph, when I realized I was seeing vehicles on the metal bridge darting for the emergency-stop lanes on both sides. Directly ahead of me, I could see what looked like a tall, dark brown UPS delivery truck stalled in the middle lane, but it seemed to be getting bigger. Then it immediately came into focus: it was not a stalled delivery truck, it was one of those huge steel reels of undersea telephone cable, about 12 feet high, that had broken off the back of an AT&T truck and was now rolling backwards down the center lane toward me! I quickly peeled off for the left emergency-stop lane, and had just stopped when the reel rolled by me at maybe 30 mph, whereupon it hit the side of the big blue garbage truck a few cars behind me. The garbage truck driver was fortunately uninjured, but the collision changed the course of the giant reel, which then took a sharp left, jumped the guard rail on the concrete bridge approach, flew down the embankment across a feeder road, then smashed into a small vacant office building which had a For Sale sign. The building was obliterated. It looked and sounded like a bomb going off! Being Houstonians, everyone looked around to see if there were any casualties, laughed with a shrug and went on to work…

—Dr. Brian S. Ziemer #218259

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101 freeway in LA, northbound, 3 p.m. as rush hour traffic starts to build. I’m in the fast lane on my R 1200 RT. Posted limit is 65, so traffic is moving about 80. I catch something in my peripheral vision and look to the right. A length of steel pipe about 3 feet long, which I later guess to be part of scaffolding framework (I’m a contractor) plummeting earthward. Concrete rail on my left, cars fore, aft and starboard. Can’t accelerate, swerve or brake. Pipe strikes center lane hard, ricochets directly towards me and crosses my windscreen by millimeters. A few days later in my truck, traffic was stop and go in the same area, and I saw the pipe lying in shoulder next to the k rail.

Had I been in center lane or a mere second or two faster it would have struck me directly. Big sigh…

—B. Curtis I live in the Central Valley of California. A common problem is “leaking livestock trailers.” I doubt further explanation of the hazards is necessary…

—Mike Crawford In my 50 years of riding I have had to avoid many (but not all) objects on the road. A particularly memorable time was when I was riding my Yamaha on a six lane city street. As I was at the light I noticed the Cadillac in front of me had one of those heavy duty screen doors tied to the roof with two pieces of twine. The light turned, and I attempted to move from the #3 lane to the #1 lane. Too late, the wind caught the screen and broke the twine. It pirouetted into the air and landed on my clutch lever. I stayed upright and just kept going….

—Greg Barbre

communication in motion

www.cardosystems.com

I was traveling US 19 North (also known as Killer 19) in the Clearwater, Florida, area, in the middle of three lanes with bumper to bumper vehicles following close enough to read my license plate. I was watching the car in front of me that had a 10 ft kayak on the roof. It broke loose and started spinning in the air (everyone was running about 60 mph), and all I could do was brace for the impact when it spun right around me and my trusty BMW K1200LT Hannigan trike. Vehicles behind and beside me were scattering and trading paint. I took the next turn off and started breathing again.

—Mal Clingan #171086 One Sunday morning on the way to Palomar Mtn Observatory (San Diego) on Interstate 8, I came upon a mattress (Queen size) in the middle lane…

—Bob Reil Riding my R90S (Daytona Orange, of course), I was gaining slowly on a small size dump truck as we were going slightly downhill on a four lane undivided local highway. The truck’s bed was filled across with 12 foot, two by ten planks angled from the back of the bed to a projection about 4 feet over the cab, all in a row. As speed increased due to the downhill trajectory, liftoff velocity was achieved, and the pretty pink ribbon assigned to restrain the planks decided to end participation in the effort to restrain. All of the planks flipped out of the bed (as I flipped out inside my helmet), some landing flat and sliding; others landing on an end and taking big bounces in several directions. I somehow rode through this hazard and stopped to scream at the driver while throwing some planks back towards him. That incident really helped me focus on the crazy loads some people are carrying on their vehicles…

—Paul Bates #30139 Another reader who responded to my column reminded me of the disquieting fact that may explain some of these near catastrophes: “Remember, half of the population has an IQ below the average.” However, despite my hereditary bent toward cynicism, I’m hoping “This happened to me” stories like these may remind us to stay vigilant on the highway and may make our partners there take an extra minute to make sure that tie down is cinched, to think about what a 70 mile an hour wind can do to that garbage bag, or ponder the wisdom of disregarding what a pothole can do to a loosely tied sofa!

Acclaimed moto-writer Peter Egan described Ron Davis’ recently released book as “one of those ‘just one more’ books, a fun mixture of humor and insight that will resonate with anyone who rides.’” Shiny Side Up: Musings on the Improbable Inclination to Travel on Two Wheels is available from most major online booksellers and from the publisher, Road Dog Publications (roaddogpub.com).

November 2020 | BMW OWNERS NEWS

83

FINAL

JOURNEY

Remembering Charlie Smith #4 CHARLIE SMITH WAS BORN IN LYNDONVILLE, NEW YORK,

on January 21, 1934––the first of two children born to Clayton and Doris Smith. Charlie’s love of motorcycles began when he was 16 years old, and in 1961 purchased his first BMW. Over the years, Charlie owned many BMWs including a 1961 R 69, ’68 R 69 US, ’74 R 90/6 and a ’92 K 75 RT, along with several GS models. Of all his bikes, Charlie has said that because it was his first BMW, he enjoyed riding the ’61 R 69 the most.

Along with two of his riding companions, Charlie was the subject of a story about “Cycle Nomads” that appeared in their local newspaper. The story described the trio’s imminent departure on a 7,000-mile, cross country motorcycle trip to Mexico with no set dates for arrivals or departures nor any definite routes.

“We’re just going,” Mr. Smith said. “The only thing we know is that we’ll be home by the 23rd of August.”

Larry Weseman, Charlie’s riding companion on that trip still remembers their ride fondly. “We had a great time,” he said, “We camped along the route, and while aboard our bikes, we could better see, enjoy and appreciate the landscape and the country.”

Over the years, Charlie r ode in 45 states, as well as Germany, Austria, Switzerland, France, Spain, Italy, Monaco and North Africa.

“I don’t know how many total BMW miles I’ve ridden,” Charlie once said, “but I did receive a 100,000-mile award in the late 1960s and have not kept track of my mileage since then.”

Within the BMW Motorcycle Owners of America, member numbers mean a lot. A number above 200,000 indicates a recent membership while a five-digit member number indicates joining the organization in the late seventies or eighties, and a four-digit membership number indicates a membership even older than that.

For Charlie Smith, his single digit member number says it all. It

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was in the winter of 1972 when Charlie met in Chicago with four other BMW riding enthusiasts from across the country helped found the BMW Motorcycle Owners of America.

In addition to serving as one of the organization’s first directors, another of Charlie’s earliest accomplishments for the fledgling organization was to create our first newsletter, BMW News, for which he also served as the first editor. Later, after Charlie stepped down as editor, he retained production responsibilities for the newsletter, which included the labor-intensive job of addressing and mailing each month’s new edition.

Charlie’s daughter Debbie fondly recalls the entire family sitting at the dining room table of their home in Lockport, New York, and helping him fold the newsletters, stuff them into envelopes and add the postage. “My mother used to say that when she married him, she married his motorcycles, too,” Debbie said.

Every weekend from spring through fall, Charlie was on one if his bikes either with his wife Ethel or one of his three kids. “I recall going camping with him on the motorcycle for a weekend to attend a BMW MOA Dice Run. Part of the Dice Run was to figure out the best way to get from the starting point to the end point,” Debbie said. “Being with him on the motorcycle that weekend is still one of my fondest memories.”

Charlie assisted in the setup and running of many BMW rallies in those days, and as a family, the Smiths attended many BMW picnics with other BMW MOA members. Charlie attended all 10 of the first 10 BMW MOA National Rallies and became one of the organization’s 31 Pioneers. Though his career prevented him from being as active within the MOA in the years that followed, his love of the organization never faded, and after his retirement, he again began attending MOA Rallies. The 46th BMW MOA National held in Des Moines, Iowa, two years ago was his last.

A proud veteran of the U.S. Army and a recipient of a Distinguished Service Award from the BMW MOA, Charlie Smith passed away on March 22, 2020, in Prescott, Arizona.

Charlie Smith and his F 650 GS.

November 2020 | BMW OWNERS NEWS

85

JACK

RIEPE

BMW Does It Again…

Forward-Looking Retro Thinking

By Jack Riepe #116117 YOU’VE GOT TO HAND

it to the Germans.

Against the backdrop of the most soul-crushing plague in modern history—COVID-19— the Motorrad Division of the Bayerische Motoren Werke had unveiled the pinnacle of their most magnificent retro-bike obsession: The R 18. Though glimpses of this machine as a work in progress have been popping up over the last two years, the reality of this chrome-dipped futuristic view of the past still took my breath away.

It was like my first view of the Grand Canyon, after looking at it on calendars for years. Then again, I can only describe how I felt about Pirelli tires, having burned my retinas looking at their calendars for years, too. There is no substitute for the real thing.

I knew I had to act fast. Everybody and his brother would be racing to the nearest BMW dealer (usually within 1,200 miles) to get a test ride before flooding the internet and the pages of moto magazines with preliminary reviews. These articles would be dripping with facts, figures and penetrating personal insight as to this machine’s performance and the raw emotion it spawned. My impressions would have to offer a more pointed perspective.

BMW riders have been clamoring for three things: a modern motorcycle that embraced the cabaret characteristics of Berlin in 1936; a machine whose aesthetics would be enhanced by a sticker price of $8,000; and a bike that would greatly increase the (male) rider’s chances of sexual congress at rallies, cultural events like Burning Man, and ribbon cuttings at local libraries. I can tell you with

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confidence that the 2021 BMW R 18 easily scores one out of three.

BMW’s entry in the retro market couldn’t be more timely. The mighty R 18 dwarfs the Triumph Thruxton RS (with the fake carburetors), looks masterly against the new Enfield models, and exudes a sinister, austere manliness over the Indian Scout, which has the unfair advantage of costing $10k less. And then there is Harley Davidson, which is all retro of something.

Getting up close and personal with the 2021 R 18 would take some doing. The enthusiasm for this machine would be high under normal circumstances. In the era of COVID, anything not directly associated with flu-like symptoms, body snatchers, nor municipal Lyme pits would qualify as inspirational relief. The lines outside the BMW dealer stretched for miles, as riders sought a test ride while maintaining correct social distancing. R riders stood precisely six feet apart from each other, as determined by lower blurriness in their bifocal windscreens. K bike riders maintained a much greater spacing by an algorithm combining speed and horsepower divided into the rider’s age. While appearing closer to each other, they were two days apart from each “R” bike rider.

I couldn’t wait on this line. I had plans to donate an organ later that evening, and I resorted to a cheap stratagem to move to the front. I relied on my position as an MOA journalist for this publication and as a well-known name in BMW circles to get preferential treatment.

A kid of 50 stopped me at the door.

“Do you know who I am?” I hissed. I was going to throw my chest out and stand like Mussolini, but my stomach got in the way, and I was afraid I’d throw my back out, too.

“No,” said the kid. “Are you a big deal?”

I had assumed everyone knew who I was. It never occurred to me that this guy might be one of the editorial hyenas calling for my head in the Rider To Rider section every month.

“So who are you?” sneered the kid.

I glared in classic fashion, the same way a cobra stares down a mongoose, trading a few seconds of silence to build suspense, “I am Jocelin Snow.”

The guy’s eyes grew as wide as bus hubcaps.

“Gee, Ms. Snow…you look a lot older and fatter in person than you do in the magazine.”

“The magazine camera deducts 275 pounds,” I snorted. My ruse worked, and seconds later, I was in.

The lines of the R 18 overwhelm the senses. From the massive front forks to the Spartan-like engine casing, to the huge chrome-capped jugs to the mirror-like finish of the exhaust pipes (that look like they contained a boiler explosion) from the slant of the frame to the height of the handgrips (8 feet above the floor on some models), this bike says “Retro.” I think it is beautiful, and it pains me to admit it. It will pain me more when so many of you remind me I said this.

The engine is cast at 1802 ccs and delivers a whopping 91 horsepower, which at the bike’s weight of 761 pounds, makes it 11 pounds too heavy to balance in a Kermit Chair (unofficial recorded chair implosion weight). This machine produces 97 percent of the entire motorcycle industry’s available torque. The massive cylinders generate so much torque that a chrome faucet allows the rider to fill little bottles with it and use it as a tonic in the bedroom or for a climb up drainpipes to meet new acquaintances.

The detail on this machine is

extraordinary. The front disk brake housings are chrome, as are the airbox that leads to the cylinders and even the cap on the front brake reservoir, which bears the inscription “Berlin Built.” (The Hindenburg had a similar inscription.) Another nice touch is the exposed, chrome drive shaft, which will trim loose bootlaces or denim pant cuffs on inferior jeans that do not offer Velcro™-type closures on each leg.

For those with chrome allergies, the R 18 already comes in several variants. These include a bike with black rims, black cylinder heads, black exhaust pipes, a black headlight basket, and a black front engine cover. Cast wheels are also available, though anything other than a laced wheel looks odd on this machine, in my opinion.

I decided not to sit on the R 18 as Jocelin Snow usually mounts her GS at 40 mph, by jumping from a garage roof and working the clutch with her foot—all while playing an accordion. (I can do this, but what would be the point?) My editorial factfinding mission accomplished, I was nearly out the door undetected. An “R” bike rider with the aura of a security rat asked if I would mind accompanying him to an interrogation room that doubled as a sales office. Bloodied rubber hoses and rusted chains used in promoting deals hung from the wall.

“It would be better if you came quietly,” snarled this unpleasant development.

I maintained my composure, noting there would be no easy escape. Vicious “R bikers,” still angry over the prune juice stunt I pulled in the beer garden last year, would rip me apart.

“I know who you are, and I want your autograph on this month’s magazine.”

“That’s it?” I asked. “That’s all you want?”

“You have no idea what this means to the missus and me,” said the man, with a tear in his eye. “We never miss your column…You are a great man, Mr. Parkhouse.”

I autographed his magazine with verve and panache.

On an unrelated matter, I let my MOA membership expire. I did this deliberately,

November 2020 | BMW OWNERS NEWS

87

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JACK

RIEPE

to change the character of the mail I receive from the Post Office. At first, I got a nice letter, reminding me of all the benefits and fun I’d miss as an outsider, and to renew as soon as I could. Then I got not so nice letters, with stories—and pictures—of what happened to former members who failed to renew. Several disappeared in the Amazon. One ended up accused of a capital crime, only to find his former mother-in-law on the jury. Two were eaten by rats. Others were forced to repair their bikes without the cheery advice of 50,000 comments in Facebook’s forum section.

Example: “Dear BMW MOA Members: I am new to this forum and was wondering where I should shove this crush washer?

Any suggestions would be helpful.

Thanks.”

Bill Moyer started calling me at 6 a.m.

He was sitting outside my house in a parked car yesterday with a membership

renewal form. And still, I hesitated to renew. Why? Because it is nice to be wanted. Since I joined AARP, my prostate gets more mail than I do. The supermarket fills my mailbox with flyers for pre-chewed food. The local funeral home offers me “50 Percent Off ” deals if I walk in. I get free samples from Depends. I love getting mail that doesn’t make me feel old.

One of the letters I got was for the great BMW Bike Raffle to be held by the MOA Foundation for Advancing Rider Training, Education, and Safety. I could win any new BMW bike currently in production for a mere $25 a ticket (5 for $100). Without hesitation, I’d go for the R 18. Why? Because I’d sell it in 15 minutes for enough money to acquire and customize a K 1300 and finance a ride from the Atlantic to the Pacific next year (stopping at the rally in Montana). I want to camp on the beach at Big Sur and find true romance in the sand, under the moonlight, just once before

giant radioactive spiders eat me.

So, I renewed my membership, and I will order my tickets for the raffle to be held on November 21, 2020. Get ready to buy an R 18 at a discount.

Do my columns leave you laughing? Or are you like the Ladies Temperance League And Humor Repression Society of Pot Luck Supper, Wisconsin, who want me dead?

Either way, my columns, FaceBook threads, and speaking presentations are brought to you through the generosity and insight of three sponsors: BestRest Products — The CyclePump and other great stuff (BestRestProducts.com), Diamond Gusset Jeans® and Kevlar-lined™ Defender Jeans® (gusset.com), and The Iconic and Enduring Kermit Chair Company (kermitchair.com). Buy their American-made products with confidence.

And through the kindness of the MOA… Share your membership with pride.

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88

BMW OWNERS NEWS | November 2020

Peter Hans Lattman MOA # 97545

Call, Text, or Email Peter for all of your Real Estate needs

Cell: 208-664-0101 | www.hardworkingpeter.com www.HardWorkingPeter.com E-mail: Peter@HardWorkingPeter.com I’m Peter Hans Lattman with Professional Realty Services Idaho in Coeur d’ Alene, Idaho. Long time MOA member, and life long motorcyclist. Let me show you why I live here.

www.epmwilbers.com a .c o m

w il b e r s u s

If you’d like to invest in a second home, or escape the big city for good, I’m here for you!

Call, text, or email me for more information or just the scoop on the best twistie roads in North Idaho!

Why not live where people vacation?

Beautiful Coeur d’ Alene, Idaho!

Put my lifetime of negotiating experience to work for you!

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11

OUR SPIRIT OF ADVENTURE KEEPS US TOGETHER, EVEN WHEN WE'RE APART

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www.m4motorcycles.com www.alaskaleather.com November 2020 | BMW OWNERS NEWS

89

OUR MISSION Supporting your experience by sharing resources, unique events and the community.

BMW MOA HEADQUARTERS 2350 Hwy. 101 South Greer, SC 29651 864-438-0962 (p) The BMW MOA and MOA™ are trademarks of the BMW Motorcycle Owners of America.

Mark Janda BMW MOA OFFICERS Wes Fitzer, President 918-773-7178; wes.fitzer@bmwmoa.org Reece Mullins, Vice President 334-470-7770; reece.mullins@bmwmoa.org Stan Herman, Treasurer (719) 250-4358; stan.herman@bmwmoa.org Sue Rihn, Secretary (262) 424-2617; sue.rihn@bmwmoa.org BMW MOA DIRECTORS Brian Dutcher (402) 289-7182; brian.dutcher@bmwmoa.org Jon Kurtz (859) 338-9801; jon.kurtz@bmwmoa.org Kelly Moore (859) 536-8638; kelly.moore@bmwmoa.org Doug Peters (478) 747-4718; doug.peters@bmwmoa.org Michael “Roc” Shannon (812) 322-1378; roc.shannon@bmwmoa.org

in this issue FOUNDATION OUR MISSION The BMW Motorcycle Owners of America Foundation is dedicated to supporting motorcycling and its rich heritage for BMW MOA members and the motorcycling public by funding programs that advance rider safety, education and training.

BMW MOA FOUNDATION HEADQUARTERS 2350 Hwy. 101 South Greer, SC 29651 (864) 438-0962 BMW MOA FOUNDATION OFFICERS Chuck Manley, President cmanley@bmwmoaf.org Vance Harrelson, Vice President vance@bmwmoaf.org

BMW MOA STAFF Ted Moyer, Executive Director tedm@bmwmoa.org

Tom Gary, Treasurer tgary@bmwmoaf.org

CONTRIBUTORS Cover Matias Corea #217227 Table of Contents Mark Janda #198513 Big Picture Mark Janda #198513 Postcards from the Road Adam Chandler #207579 Tim Swanson #66232 John Knox #102599 Mike Stewart #220868 Preston Shultz #77102 Dewayne Harkov #92422 Tim Potter #21837 Member Tested Ron Davis #111820 Steven M. Green #198919 Roger Wiles #32797

Pam Werstler, Secretary pwerstler@bmwmoaf.org

News John Moyer #120469 BMW Motorrad

Karin Halker, Art Director karin@bmwmoa.org

BMW MOA FOUNDATION DIRECTORS

Wes Fleming, Digital Media Editor wfleming@bmwmoa.org

Tech Matthew Parkhouse #13272 Wes Fleming #87301

Dan Finazzo dfinazzo@bmwmoaf.org

Ray Tubbs, Digital Marketing Manager ray@bmwmoa.org

Keith Foster kfoster@bmwmoaf.org

Tonya McMeans, Membership Services tonya@bmwmoa.org

Ken Hall khall@bmwmoaf.org

Tori Ricci, Membership Services tori@bmwmoa.org

Kate Lammers klammers@bmwmoaf.org

Lesa Howard, Membership Services lesa@bmwmoa.org

Randy Logan rlogan@bmwmoaf.org

Bill Wiegand, Managing Editor bill@bmwmoa.org

Features Matias Corea #217227 Wes Fleming #87301 Maurice O’Neill #207971 Skills Kate Lammers #143552 James Carlisle #196730 Lifestyle David Cwi #28490 Ron Davis #111820 Jack Riepe #116117 Talelight Chris Dixon #34513

90

BMW OWNERS NEWS | November 2020

Matthew Parkhouse

Roger Wiles

Maurice O’Neill

IBMW MOA KEY VOLUNTEERS HIGH MILEAGE COORDINATORS Allison Gifford and Johnathan Gifford allison.gifford@bmwmoa.org johnathan.gifford@bmwmoa.org MILEAGE CONTEST COORDINATOR Jim Low 608-347-5910; lowjim09@gmail.com AMBASSADOR LIAISON Jason Olson bmwjiggs@gmail.com CONSUMER LIAISON John Gamel john.gamel@bmwmoa.org FORUM LIAISON Kurt Schrader Forum Administrator - Gary Nelson Forum Moderators - Steve Henson, Lee Fulton, Voni Glaves, Don Eilenberger

Allison and Johnathan Gifford

2021 BMW MOA RALLY CHAIRS Corey and Becky Smith 2021rallychair@bmwmoa.org REGIONAL COORDINATORS Joe Burns - Pennsylvania (814) 229-0896; joe.burns@bmwmoa.org

Don Loudermilk - Georgia 404-787-2969; don.loudermilk@bmwmoa.org Ben Lower - Georgia (469) 831-1021; ben.lower@bmwmoa.org Bruce McKelvy - Pennsylvania 215-872-4605; bruce.mckelvy@bmwmoa.org

Adam Chandler - New Hampshire (415) 894-0857; adam.chandler@bmwmoa.org

Pete Mikolaitis - Indiana (401) 924-2526; pete.mikolaitis@bmwmoa.org

Carlos Dao - Florida 561-927-6730; carlos.dao@bmwmoa.org

Thomas Moe - Montana 916-919-6770; tom.moe@bmwmoa.org

Joe Dawson - Arizona 480-721-4412; joe.dawson@bmwmoa.org

Gordy Olson - California 916-642-2221; gordy.olson@bmwmoa.org

Ken Decroo - California 909-961-7762; ken.decroo@bmwmoa.org

Mike Secor - Texas 214-557-4577; mike.secor@bmwmoa.org

Brian Dutcher - Arizona 402-289-7182; brian.dutcher@bmwmoa.org

Gary Shuman - Massachusettes 617-513-2053; gary.shuman@bmwmoa.org

Frank Florio - New York 518-369-8339; frank.florio@bmwmoa.org

Phil Stearns - Ohio (937) 470-1851; phil.stearns@bmwmoa.org

Karolina Francis - British Columbia, Canada 604-657-7351; karolina.francis@bmwmoa.org

Thomas Van Horn - Wisconsin 608-695-6784; tomvanhorn@bmwmoa.org

Johnathan Gifford - Oklahoma 484-919-7277; jgifford@bmwmoa.org

Bryan Whitehead - Illinois 312-804-2293; bryan.whitehead@bmwmoa.org

Joe Dawson

Bruce McKelvy

WHEN

AND

WHERE

UPCOMING EVENTS 2021 events

november

1

1 1/06/2020 – 11/08/2020 50TH SOUTH-CENTRAL BMW OWNERS REUNION LOCATION: Fayetteville, Texas CONTACT: Fernando Aguirre vp@bmwclubofhouston.com 832-326-2474

50 years! Join the BMW Motorcycle Club of Houston at the 50th South-Central BMW Owners Reunion, Friday Nov 6 - Sunday Nov 8, 2020 at Oak Thicket Park on Lake Fayette (4819 W. State Highway 159, Fayetteville, TX 78940). Enjoy guided road and dual sport rides, social events, catered dinners on Friday and Saturday night, breakfasts Saturday and Sunday. Online registration will open October 2nd. Covid-19 situation “Go-No Go” date Oct 1st. For details see the event web page at www. bmwclubofhouston.com/rally.

2 BMW MOA INTERNATIONAL RALLY 6/24/2021 – 6/27/2021

LOCATION: Great Falls, Montana CONTACT: Becky & Corey Smith

rallychairs@bmwmoa.org The BMW MOA National Rally will visit Great Falls, Montana June 24-27, 2021. Great Falls is a place for independent, outdoor adventurers looking for a true, authentic Montana experience.

Located on the Missouri River in the heart of Montana, Great Falls provides a basecamp for a wide range of outdoor adventures and offers a haven of rich arts, culture, and history in a vibrant, modern community!

The MOA’s annual homecoming will be hosted by the MONTANA EXPOPARK. The Montana ExpoPark is a spacious 133 acre facility. The center offers exhibition space, conference/meeting space, concerts as well as spacious lawn areas that can be used for camping. Located just off of Interstate 15, ExpoPark provides easy access to some of the best riding in the Mountain West.

2

1

Map courtesy of

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Join the BMW MOA FACEBOOK page today! Get the MOA Newsfeed via Twitter for more BMW and motorcycle news – www.twitter.com/bmwmoa

November 2020 | BMW OWNERS NEWS

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United States Postal Service STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION 1. Publication Title: BMW Owners News 2. Publication Number: 1080-5729 3. Filing Date: 09/25/20 4. Issue Frequency : MONTHLY 5. No. of Issues Published Annually: 12 6. Annual Subscription Price: $13.00 7. Complete Mailing Address of Known Office of Publication: 2350 Highway 101 South, Greer, SC 29651 Contact Person: Ted Moyer Telephone: 205-821-7205 8. Complete Mailing Address of the Headquarters or General Business Office of the Publisher: 2350 Highway 101 South Greer, SC 29651 9. Full Names and Complete Mailing Addresses of Publisher, Editor and Managing Editor: Bill Wiegand Publisher: BMW MOA, 2350 Highway 101 South, Greer, SC 29651 Editor: BILL WIEGAND, 2350 Highway 101 South, Greer, SC 29651 Managing Editor: SAME AS ABOVE 10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give the names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofit organization, give its name and address.)

Full Name: BMW Motorcycle Owners of America Complete Mailing Address: 2350 Highway 101 South, Greer, SC 29651 11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities: NONE

12.

Tax Status (For completion by nonprofit organizations authorized to mail at special rates.) The purpose, function, and nonprofit status of this organization and the exempt status for federal income tax purposes: HAS NOT CHANGED DURING PRECEDING 12 MONTHS. 13. Publication Name: BMW Owners News 14. Issue Date for Circulation Data Below: October 2019 15. Extent and Nature of Circulation Average No. Actual No. CLUB MEMBERSHIP BENEFIT Copies Each Copies of

Issue During Single Issue

Preceding Published

12 Months Nearest to Filing Date

a. Total Number of Copies (Net Press Run) 24, 686 23,405 b. Paid and/or Requested Circulation (1) Paid/Requested Outside-County Mail Subscriptions Stated on Form 3541 (Include advertisers’ proof and exchange copies) 23,407 22,576 (2) Paid in-County Subscriptions Stated on Form 3541 (Include advertisers’ proof and exchange copies) — — (3) Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Non-USPS Paid Distribtion — — (4) Other Classes Mailed Through the USPS — — c. Total Paid and/or Requested Circulation [Sum of 15b(1), (2), (3), and (4)] 23,407 22,576 d. Free Distibution by Mail, (Samples, complimentary, and other free) (1) Outside-County as Stated on Form 1,225 829 (2) In-County as Stated on Form 3541 — — (3) Other Classes Mailed Through the USPS — — (4) Free Distribution Outside the Mail (Carriers or other means) — — e. Total free distribution [Sum 15d, (1), (2), (3),(4)] 1,225 829 f. Total Distribution (Sum of 15c and 15e) 24,632 23,405 g. Copies Not Distributed 54 54 h. Total (Sum of 15f and g) 24,686 23,459 i. Percent Paid (15c, divided by 15f, times 100) 95% 96.5% 16. Electronic Copy Circulation a. Paid Electronic Copies 0 0 b. Total Paid Print Copies (Line 15c) + Paid Electronic Copies (Line 16a) 23,407 22,576 c. Total Print Distribution (Line 15f) + Paid Electronic Copies (Line 16a) 24,632 23,405 d. Percent Paid (Both Print & Electronic Copies (16b divided by 16c x 100) 95% 96.5% 17. Publication of Statement of Ownership. PUBLICATION REQUIRED. Will be printed in the November 2020 issue of this publication.

18. Signature and Title of Editor, Publisher, Business Manager, or Owner: Ted Moyer, Associate Executive Director Date: September 22, 2020 I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleadling information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including multiple damages and civil penalties).

ADVERTISING

BMW OWNERS NEWS STAFF Bill Wiegand, Managing Editor bill@bmwmoa.org Karin Halker, Art Director karin@bmwmoa.org Wes Fleming, Digital Media Editor wfleming@bmwmoa.org Ron Davis, Associate Editor ron.davis@bmwmoa.org Jose Abiles, Associate Editor iridertp@gmail.com Chris Hughes, Director of Advertising chris@bmwmoa.org 509-921-2713 (p) 509-921-2713 (f ) Advertising materials, including chartered club rally display advertising, should be sent to our Advertising Office. Please contact Chris Hughes for display rates, sizes and terms.

Submissions should be sent to the BMW MOA office or editor@bmwmoa.org. Submissions accepted only from current members of the BMW MOA and assume granting of first serial publication rights within and on the BMW MOA website and use in any future compendium of articles.

No payments will be made and submissions will not be returned. The BMW MOA reserves the right to refuse, edit or modify submissions.

Opinions and positions stated in materials/articles herein are those of the authors and not by the fact of publication necessarily those of BMW MOA; publication of advertising material is not an endorsement by BMW MOA of the advertised product or service. The material is presented as information for the reader. BMW MOA does not perform independent research on submitted articles or advertising.

INDEX

Adriatic Moto Tours...............................19 Adventure New Zealand Tours.........33 AeroFlow...................................................71 Alaska Leather.........................................89 American Modern Insurance................69 Beemer Boneyard..................................69 BeemerShop............................................41 Best Rest Products/Cycle Pump..........9 Bohn Armor..............................................33 Boles Law Firm........................................93 Boxer Works Service..............................87 Capital Cycle............................................71 Cardo Systems.........................................83 Colorado Tourbike Rentals.................69 Corbin Pacific...........................................17 Cyclenutz...................................................87 DMC Sidecars...........................................87 Don’t Want a Pickle................................23 Dunlop Tires........................................... IBC EPM Hyper Pro.................................23, 69 Euro Moto Electrics...............................87 Geza Gear..................................................23 Helmet Sun Blocker...............................23 HEX ezCAN...............................................73 Ilium Works...............................................88 IMTBike Tours..........................................33 Kermit Chair Company.........................71 LD Comfort...............................................93 M4Moto-psa.....................................41, 89

MachineartMoto....................................33 Michelin Tire......................................25, 27 Mile Markers - Doreen Oberg............19 MOA 750Reasons To Join.................. IBC Morton’s BMW.........................................17 Moto Aventura........................................41 Moto Bike Jack........................................23 Motonation..............................................BC Motorcycle Relief Project....................93 Motorrad Elektrik...................................33 Mountain Master Truck Equipment...71 Overseas Speedometer.......................23 Palo Alto Speedometer........................93 Parabellum...............................................23 Peter Lattman Real Estate...................89 Progressive Insurance.............................5 Redverz......................................................89 Re-Psycle BMW Parts............................89 Rider Magazine........................................94 Roadrunner Magazine..........................94 Rocky Creek Designs............................73 Ron Davis - Shiny Side Up...................73 Russel Cycle Products..............................9 Sargent Cycle Products........................19 SkyMed International..............................1 Stop ‘n Go.....................................................9 Touratech.................................................IFC Wilbers USA.......................................33, 89 Ztechnik (National Cycle).......................9

JOINING AND RENEWING Membership in the BMW Motorcycle Owners of America is open to all riders, regardless of brand affiliation. Although we are united by the BMW marque, adventure-minded motorcyclists will find a home here.

Join today by visiting bmwmoa.org or call one of our friendly membership associates at 864-438-0962.

Primary Annual memberships are available in one year, two year or monthly options. Additional membership options include Primary Membership with Basic 25/100 Roadside Assistance, Primary Membership with Platinum Roadside Assistance, Digital Membership with Basic 25/100 Roadside Assistance, Digital Membership with Platinum Roadside Assistance. We also offer Roadside Assistance without an MOA Membership.

For a complete listing of membership options, please visit bmwmoa.org or call 864-438-0962.

Change of address notification and membership inquiries should be made by calling the BMW MOA office or via email at: membership@bmwmoa.org. BMW MOA membership is $49/year and includes the BMW Owners News, which is not available separately. Canadian members add $16 for postal surcharge.

BMW ON (ISSN:1080-5729) (USPS: 735-590) (BMW Owners News) is published monthly by BMW Motorcycle Owners of America Inc., 2350 Hwy 101 South, Greer, SC 29651. Periodicals postage paid at Pewaukee, Wisconsin and additional mailing offices. Opinions and positions stated in materials/articles herein are those of the authors and not by the fact of publication necessarily those of BMW MOA; publication of advertising material is not an endorsement by BMW MOA of the advertised product or service. The material is presented as information for the reader. BMW MOA does not perform independent research on submitted articles or advertising.

POSTMASTER: SEND ADDRESS CHANGES TO BMW ON, 2350 Hwy 101 South, Greer, SC 29651 © 2020 by BMW Motorcycle Owners of America Inc. All information furnished herein is provided by and for the members of BMW Motorcycle Owners of America, Inc. Unless otherwise stated, none of the information (including technical material) printed herein necessarily bears endorsement or approval by BMW MOA, BMW NA, the factory or the editors. The editors and publisher cannot be held liable for its accuracy. Printed in the USA. Volume 50, Number 11

November 2020 | BMW OWNERS NEWS

95

TAILIGHT

Ride for Pie Chris Dixon #34513 gets his ‘99 R 1100 S out of the garages for a Covid breakfast ride in Glen Huron, Ontario.

96

BMW OWNERS NEWS | November 2020

UP TO 750 MORE REASONS TO

JOIN THE MOA

In the market for a new BMW motorcycle? Well, if you are, your BMW MOA membership is about to pay huge dividends.

BMW MOA members are now included in the BMW Motorrad Appreciation Program giving current BMW MOA members up to $750 off the purchase of a new BMW motorcycle.

This incentive offers current BMW MOA members who have been a BMW MOA member for one year or longer, $250 off C and G-series motorcycles, $500 off F and R-series motorcycles and $750 off K and S-series motorcycles. Additionally, this new BMW Motorrad Appreciation Program discount can be combined with other seasonal incentives or sales offers, except other BMW Motorrad Appreciation group discounts such as the Military Purchase Offer or Emergency Services Purchase Offer.

BMW MOA members are eligible for one purchase incentive during the 2020 calendar year for any new, previously unregistered BMW motorcycle. Motorcycles must be purchased through an authorized BMW Motorrad US dealer. BMW auction and demo units do not qualify.

BMW MOA members interested in purchasing a new BMW motorcycle using this discount should visit their local BMW retailer for details. Proof of membership, such as your BMW MOA membership card showing a full year of membership, will be required to secure the discount.

If you can’t find your BMW MOA membership card, they are available online at bmwmoa.org in the member profile area, or a replacement card can be ordered through the MOA membership office.

NOT A BMW MOA MEMBER YET?

Well, you’ve now got 750 more reasons to join. Get started today by joining online at bmwmoa.org or call (864) 438-0962.

You could be on your way to $750 off your next BMW motorcycle purchase.

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WAT E R P R O O F T E X T I L E J AC K E T

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Alt Colors:

NOVEMBER 2020

www.motonation.com motonation.com 877.789.4940

BMW OWNERS NEWS – A PUBLICATION OF THE BMW MOTORCYCLE OWNERS OF AMERICA

NEW COLOR

NOVEMBER 2020 BMW OWNERS NEWS www.bmwmoa.org