November 2021 BMW Owners News

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

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Along US 2 in northern Montana. Photo by Terence Hamill #14629.

INSIDE

NOVEMBER 2021

FEATURES

40 PAWPRINTS ON MY SOUL

BY PETER BURKE #133958 Peter and his sidecar dogs are well known to all of us. In this story, Peter presents a series of vignettes reflecting on his latest journey with Glenlivet.

50 RIDING BMW'S NEW R 18 BAGGER AND R 18 TRANSCONTINENTAL

BY SAM Q. FLEMING #195185 Long-time BMW rider Sam Q. Fleming offers his unique insight after riding BMW’s newest R 18 Bagger and Transcontinental.

60 I COULD HAVE TAKEN A PLANE

BY JEFF SHULTZ #212622

Jeff Shultz recently completed a lifelong dream held by many of us by seeing a large portion of the country from the seat of his R 1200 RT.

65 THE ANXIETY LOCKUP AND MOTORCYCLE RIDING ON THE COVER: The impressive front end of BMW's new R 18 Transcontinental.

Photo by Kevin Wing.

BY DUSTIN SILVEY #224778 Having never ridden a motorcycle before, Janel Silvey works through her anxiety as she prepares to take an extended cross-country trip with her husband Dustin.

68 I FORGOT

BY MOLLY MILROY

On the back of a motorcycle for the first time in ten years, Molly Milroy rediscovers how the experience of riding with her husband makes her feel alive.

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BMW OWNERS NEWS | November 2021

Blue Creek Road near Conifer, Colorado. Photo by Eric Esswein # 211930.

4 HEADLIGHT The Closest Thing to Flying by Bill Wiegand 8 PRESIDENT'S COLUMN

Hats off to Competitors and Volunteers by Reece Mullins

10 POSTCARDS FROM THE ROAD

12 RIDER TO RIDER Letters from our Members 14 NEWS MOA Podcasts top 10,000 listens per month, 2021

BMW MOA Financial Report available online, BMW Owners Anonymous Book: Your Action Needed, A Helping Hand from Bob Bryant, MOA Board updates election cycle, Joe Berry is a Lucky Man, Welcome our newest MOA members.

24 MEMBER TESTED Knipex Pliers Wrench by Mark Barnes 26 MEMBER TESTED Stayin’ Toasty: Aerostich’s Kanetsu WarmBib by Ron Davis

28 MEMBER TESTED Touratech’s Fork Cartridge Conversion by Bill Shaw

30 MEMBER TESTED Touratech Spring Kit Upgrade

by Wes Fleming

34 KEEP 'EM FLYING The Seasons they are a-Changin’

38 70

TORQUE OF THE MATTER Penny Tech by Wes Fleming FROM THE FOUNDATION Why Take a Motorcycle Training

Course by Steve Martin

72 SARGEANT BIKER

Exploring Limits with Reg Pridmore

by James Carlisle

74

DISPATCHES FROM THE EDGE OF CALIFORNIA

76

JACK THE RIEPE My Secret Thoughts about BMW R bikes

Trona Pit Stop by Don Bartletti

by Jack Riepe

80 THE RIDE INSIDE Character by Mark Barnes 84 Have you Ever... by Deryle Mehrten 86 SHINY SIDE UP Tiptoeing Off the Reservation by Ron Davis 88 DETOURS Motorcycling and Climate Change by Bill Shaw 92 WHEN AND WHERE Rally listings 95 ADVERTISER INDEX 96 TAILIGHT

by Matt Parkhouse

November 2021 | BMW OWNERS NEWS

3

HEADLIGHT

KNOWING HOW QUICKLY THE SEASONS CHANGE IN THE UPPER PART OF THE

THE CLOSEST THING TO FLYING

By Bill Wiegand #180584

4

BMW OWNERS NEWS | November 2021

upper midwest shouldn’t surprise me at all. Heck, I was born and raised here. Perhaps it’s because of my eternal optimism that I get into trouble.

In early October, I planned to ride from my home in northern Wisconsin to Arrington, Virginia, for the Overland Expo East. Leading up to my departure date, the weather had been wonderful. With the air conditioning turned off long ago and the furnace not yet turned on, wide-open windows welcomed cool air each night and warm breezes during the day. As the forest was changing from green to yellow, orange and red, the faint scent of burning leaves was often in the air. I find northern Wisconsin a magical place, much like the idyllic scenes created by artist Bob Ross with his “Happy Little Trees.”

With my work with BMW Owners News consuming my time, thoughts of my trip were relegated to a back burner. Finally, with another issue of ON sent to the printer, it was time to leave. A text that morning from my wife asked if I had packed my rain gear.

That’s odd, I thought. She’s never sent a message before warning me of impending weather. A few hours later, a phone call from a friend offered a similar warning. With those cautions, I figured that with a couple of extra pairs of gloves and my Gore-Tex gear, I’d be fine. Finally, with my panniers full, a dry bag strapped to my luggage rack and my tank bag packed with essentials, I was heading south.

Ten miles from home, a soft mist began falling, so I pulled into the first gas station I passed to top off my tank and put on my rain gear. Riding east on Highway 64 and then south on Highway 14, the boxer motor hummed below me and my tires rolled on smooth, fresh asphalt. I was reminded of a friend who described riding as the closest thing one could get to flying without ever leaving the ground.

As those thoughts passed through my head, raindrops began hitting my face shield.

The miles rolled on and the scenery changed, appearing as if Mother Nature had put on a diffusion filter. Light diffusion at first but gradually growing heavier, my darkening route took me down I-43, close to the western shore of Lake Michigan. The sprinkles had turned to a steady rainfall, and my REV’IT Sand gloves aren’t waterproof, so my hands were wet. Heated grips took the chill away, but I wanted to make time and was riding from tank to tank. Only 48 miles to empty, I would switch to dry gloves at the next fill-up. The temperature gauge read 67 degrees.

With the fog and the mist thrown up by the 18 wheels ahead of me, visibility became an issue. Wiping the outside of the face shield did little as somehow water droplets had found their way to the inside. Chilled and miserable, I envied the cagers I passed who were enjoying their short sleeves and climate-controlled environments. The temperature read 63.

After gassing up and changing gloves, Milwaukee and then Chicago still loomed ahead of me, and I wondered if it was wise to push on. My optimism convinced me it was.

By 6:30 p.m., traffic was getting lighter, and the farther I got from the big lake, the lighter the fog became. As I was welcomed to Illinois, the rain also stopped. The temperature gauge fluctuated between 71 and 67, but when I reached my destination, it again was 63.

Cool but not cold, damp but not wet, I thought about the 400 miles I had just ridden and realized how wonderful it was to have ridden them on my motorcycle. True, my optimism can sometimes get me into trouble, but that’s a risk I’ll always take for “the closest thing to flying.”

A bike and a barn Mark Janda #198513 found this old barn while riding in northern Utah to be the perfect backdrop for his K 1600 GTL.

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BMW OWNERS NEWS | November 2021

November 2021 | BMW OWNERS NEWS

7

PRESIDENTS

COLUMN

HATS OFF TO COMPETITORS AND VOLUNTEERS IN SEPTEMBER, I ATTENDED THE USA GS TROPHY QUALIFIER EAST AT THE BMW

By Reece Mullins #143779

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BMW OWNERS NEWS | November 2021

Performance Center in Greer, South Carolina. With two BMW MOA directors directly involved in the event, Louise Powers as a staff organizer and Adam Chandler as a competitor, how could I not take leave, pack the Redverz tent and Kermit chair, and point my RT east?

Upon my arrival, Louise asked me to volunteer as a judge as there had been several volunteer shortfalls. As I no longer own a GS and being strictly an RT guy, I doubted how effective a pavement guy like myself would be at judging all the highly technical off-road skills tests; however, when asked to volunteer, my answer has always been “Yes!” I wasn’t going to let something like no experience stop me from helping out.

I arrived at the big tent set up on the Performance Center grounds Friday morning; it was hard to miss with all the GSs and ATGATT clad riders trolling around like hungry sharks, standing on their pegs and swerving left to right with the occasional quick burst of speed and engine growl. Soon, Louise pointed me in the right direction, and with just a few clicks on an iPad along with some signatures on a document with a lot of fine print, I was in. Asked what size shirt I wore, I said large, and soon a long sleeve, roundel-emblazoned event shirt with VOLUNTEER printed across the chest was promptly delivered. Apparently, I recently outgrew a large.

Aaron Rankin and Ricardo Rodriguez, both instructors at the BMW U.S. Rider Academy and longtime MOA supporters, headed up the daily brief and assigned judges to their stations.

As Aaron had been my on-pavement instructor at the 2019 BMW MOA National Rally in Lebanon, Tennessee, he had just the spot for me. Quickly, I was whisked away in a golf cart with other judges, and my GS Trophy adventure began most abruptly. I was assigned station two, which incorporated three low-speed cone challenges on pavement: the “Light Bulb,” the figure-eight and the “Button.” After Aaron quickly gave the other on-pavement judges and me specific instructions on how the challenge was to be navigated and scored, he hopped in his cart and was off to brief the other judges.

Left with scoring sheets and a clipboard, I went to work immediately as three competitors arrived within minutes, led by their tour guide. The courses were quite challenging, with only a few of the 46 contestants making it through the challenge unscathed and retaining all ten points available.

Sunday’s semifinals were even more challenging. As Aaron and Ricardo took judges to their stations, I wondered how anyone could traverse the lunar-like surfaces and difficult obstacles placed before them. Many riders dropped their bikes or were ejected from the saddle like they were slingshot ammo, not without at least a few injuries. From there, numbers were whittled down even further, and at the end of the second day, three men and two women made the final cut, bruised and exhausted but victorious.

I tip my MOA hat to all the GS Trophy competitors that weekend and their impressive performance, along with all the volunteers supporting the event. Volunteers are the lifeblood of our motorcycle community, and I simply cannot thank all the many volunteers in the MOA that, just like the volunteers at the GS Trophy event, make our club events awesome.

Now, off to the gym to see if I can’t make that large shirt fit a little less snug.

POSTCARDS

FROM

THE

ROAD

Top, While heading back to Colorado after the MOA National Rally in Great Falls, Montana, we spent the night at this beautiful cabin in Afton, Wyoming. Photo by Jody Krohnfeldt #216726.

Above Left, My RT on the edge along Highway 108 near Sonora Pass, California.

Photo by Bob Higginson #218732..

Right, Enjoying autumn's golden roads while riding in northern Wisconsin.

Photo by Mary Begley #126912.

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BMW OWNERS NEWS | November 2021

Above Left, An early morning, mostly cloudy photo using the Cape Hatteras Lighthouse as a backdrop. Photo by Darrell Bryant #225166.

Above Right, Magnificent metal creations by artist Quill Hyde of Tonasket, Washington, found while riding eastern Washington.

Photo by Chuck Conner #76766.

Right, A stop in Harbor Springs, Michigan, while returning home to Missouri following a tour of Michigan's U.P. Photo by Karen Bataille #219974.

Below, Overlooking the Painted Hills, a geologic site in Wheeler County, Oregon. Photo by Vera Jacobson #224088 .

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.

t

t

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

Kudos to Wunderlich

I was pleasantly surprised to open the July issue of ON and see the excellent write-up about Wunderlich America, in Hendersonville, North Carolina. I happen to live in Hendersonville and have thoroughly enjoyed having this shop here in town. My ‘03 R 1150 R has also enjoyed spending some time receiving top notch care from Eddie Plam.

These guys know their stuff, and I’m glad you gave them such a great shout out, so that others will use them, and their business continues strong. These kinds of places are few and far between and I am thankful to be a local beneficiary of their expert services.

I appreciate the ON magazine and look forward to each issue. Keep up the good work.

David Stanford #202005 Hendersonville, North Carolina

Just like Bob

As another octogenarian who regularly rides a BMW motorcycle, Bob Lardinais’ letter “Still riding a BMW” in September issue of BMW ON was especially meaningful to me. All the more since, just like Bob, I too used to ride an R 1100 RT and, again like him, I finally ended up with an F 800 GT. I was more fortunate than Bob, however, in that I did not total my beautiful Glacier Green R 1100 RT and was therefore able to ride it for 18 years.

I bought it new in December 1995, when I traded an R 80 ST that I had bought new in 1984.

As you can see, I tried to be as eternally faithful to my motorcycles and cars as I am to my wife of 57 years, though the latter two have not been as faithful to me

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BMW OWNERS NEWS | November 2021

in return. And I cannot at all compete at all with Bob’s amazing record of 72 years of riding. Not only because I am younger than he is (I’m only 82), but mainly because I was not able to start as early as he did. But that wasn’t for lack of a burning desire.

Like so many German kids of my generation, I have always dreamt about those magical 500cc BMW Polizei motorcycles, ever since I was seven years old. And that dream never left me. But after elementary school, I worked on a farm and could barely afford a bicycle.

In 1952, my two older brothers emigrated as farm workers to Colorado and I was able to follow them as a 20-year-old in 1961. I got a full-time job with the ground crew of an airline, worked in the afternoon, and attended the University in the morning, married, had a child and, alas, continued to dream of a BMW motorcycle while driving a used car instead.

But I am patient man and held on to my dream. I knew that I would get my BMW bike one day: namely when I got my BA degree; then when I got my MA degree; and then when I finally got my Ph.D; and finally when I get my first job as a professor. However, it so happened that at any of these junctures, the most irresponsible and unreasonable purchase for a sensible family man would have been that totally unnecessary BMW motorcycle.

I was a 45-year-old professor when I finally put my foot down and told myself and my family that before I got any older and die of some cancer without having ever had a BMW motorcycle in my life, I am buying one right now. It was a wonderful R 60/5 with 30,000 miles on the odometer. I rode it for many years until I bought that brand new R 80 ST. My present F 800 GT has a 200,000

miles MOA sticker on it, and my license plate holder reads “Senior Citizen Mobility Scooter.” I have now ridden more than 240,000 miles on BMW motorcycles and am unbelievably blessed to have never been down. My F 800 GT is not as comfortable as the ‘96 R 1100 RT was, but it is the right bike for me now. Because in those 18 years with my R 1100 RT, I too got 18 years older. Therefore, I now needed something lighter and sportier on which I look and feel younger and sportier again.

My hat goes off to Bob Lardinais for going on 200-mile rides at age 86; he has more stamina than I do. I just ride my bike around town and to Daytona during Bike Week (where I’m a demo ride junky.)

But I regularly enjoy some wonderful curves in my neighborhood, and I know a deserted country lane where I can redline my little GT in second gear and savor that marvelous push between 6,000 and 9,500 revs. And this is my first BMW that I can take to 60 mph in first gear!

Therefore, just like my soul brother Bob Lardenais, I am so thankful that I could live long enough to enjoy BMW’s little belt-driven marvel, which seems to have been built just for me.

Karl-Heinrich Barsch #32097 Orlando, Florida

C'mon BMW

As most K 1600 GTL owners know, a fuel pump recall was issued by BMW. I’ve got the 2013 model and made an appointment in April with my dealer. As we approach October, not even one has arrived–I’m sure I’m not the only one at the dealership who needs one.

Why hasn’t BMW at least given us a revised statement on the issue explaining/

updating the new expected arrival date?

Very fortunately, my pump is operating, and I haven’t had to go all summer without riding.

I may be wrong, but I’m sure COVID will be part of the explanation for this incredible delay. Either way, a company as prestigious as BMW needs to be quite a bit more “consumer friendly” in matters such as this.

That being said, the K 1600 GTL is an amazing ride.

Eddie Denise #217726 Ossining, New York

Training with a Different Goal

The first paragraph of James Carlisle’s “Speed” article in the September 2021 issue really nailed it.

As someone acquires skills and experience, riding speeds tend to go up.

Our group is averaging an increase of about 15-20 mph on the back roads since we began riding together over 10 years ago. Unfortunately, this has coincided with a higher frequency of mishaps.

This situation has become a struggle to manage. Riders might have the skills to handle a corner at blistering speeds, but it’s the limited sight distances that are particularly concerning.

Yes, improve your skills. However, remember that you can outgrow the

street if you like using those skills at high speeds. It’s far better to pursue training with the goal of increasing confidence and enjoyment, rather than speed.

Jon DelVecchio #208163 Rochester, NY

Shipping Success!

I read with interest the article “Bike Moves” in the September issue of BMW Owners News about the bad luck Stuart Kirk had with transporting his car and more recently his motorcycle. I have used Motorcycle Shippers a number of times these last three years, and only had excellent experiences.

Last year I rode my 2016 R 1200 GS from Rockville, Maryland, to Seattle, Washington, and it was the perfect COVID get-away. I camped, stayed in motels, visited my daughter in Denver, Colorado, and ended up with my girlfriend in Seattle.

I shipped the bike back from their Tacoma, Washington, shipping center.

The transport, on its own pallet, took a little over a week and I could follow progress of the truck on-line. I chose to pick up the bike from the shipping center in Jessup, Maryland, (the company will keep the bike without additional charge for 14 days) rather than

having it delivered to my house to give me more flexibility in getting back to Maryland myself.

Highly recommended.

Johannes van Dam #222543 Rockville, Maryland

Roads don't cause Accidents, Riders do

James Carlisle writes in the September 2021 issue (Speed, p. 70) that “limited sight distance combined with speed” can cause crashes. Not only is this inaccurate (limited sight distance doesn’t cause crashes, but it lets the rider off the hook for riding beyond their skill level.

If the rider is going faster than they can make the turn, however tight it turns out to be, it is their aggressive riding and/or lack of skill that caused the accident, not the road.

We can avoid most crashes, even those when someone or something else is at “fault,” by anticipating all possible eventualities and riding within our skill level.

Roads don’t cause crashes, riders do.

Wallace Gingerich #115500 Cleveland, Ohio

WE WANT TO HEAR FROM YOU!

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.

November 2021 | BMW OWNERS NEWS

13

NEWS

DE INS I RI

E D

The three podcasts produced by the MOA have reached a significant milestone, topping a collective 10,000 listens per month, with trends pointing higher for the future.

Chasing the Horizon, the MOA’s first podcast, started in 2017, and its episodes have been heard over 250,000 times. The show continues to feature fresh, insightful discussions with motorcyclists from all aspects of the industry, from builders to riders. CTH has posted over 120 episodes with guests such as Peter Egan, Sam Manicom, Heather Lea, Clement Salvadori, Paul Guillien and many more. Each episode also features the latest news from the motorcycle industry, with analysis of business trends and how all of this affects us as riders.

200 Miles Before Breakfast focuses on MOA members and guests of specific interest to the MOA. When you’re looking to get to know the MOA one member at a time, 200MBB is the podcast for you—and you’ll get the latest news about what’s going on with the MOA and everything it does.

The MOA’s newest podcast, The Ride Inside with Mark Barnes, builds on Mark’s regular columns for the BMW Owners News, which you can find in the magazine every month and online every week. Each episode features one of Mark’s essays, plus a Q&A segment drawing not only on Mark’s background as a clinical psychiatrist, but from other experts who answer questions from outside Mark’s expertise and experience. Send your questions to Mark at podcast@bmwmoa.org and yours could be the next one answered!

Find Chasing the Horizon online at chasingthehorizon.us, 200 Miles Before Breakfast at bmwownersnews.com, and The Ride Inside with Mark Barnes at therideinside.com. Every episode can be heard online, or you can subscribe to each podcast with your favorite podcasting app.

TH E

MOA Podcasts top 10,000 listens per month

BMW MOA 2021 Financial Report Available Online The 2020 financial year is complete, and the organization achieved its second-best financial performance in over a decade, recording a net profit of $165,000 after taxes and investments. The effects of COVID-19 were certainly apparent in 2020. Revenue decreased by 26 percent over 2019 with the cancellation of the National Rally and several Getaway events. However, the organization did benefit from the federal stimulus package and effectively managed administrative expenses to earn 8.2 percent net income by year end.

The complete 2021 BMW MOA Annual Report of Financial Position is available to all members at bmwmoa.org/2021report. 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 emailing membership@bmwmoa.org.

Along with presenting the financial report online, MOA members will find a submission form for comments or suggestions at bmwmoa.org/2021report. 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.

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BMW OWNERS NEWS | November 2021

BMW Mot orcycle Ow ners of Am 2350 Hwy erica 101 South Greer, SC 29651

A Helping Hand from Bob Bryant

By Darryl Cornell #209886 I became a benefactor of the BMW MOA’s Owners Anonymous book community this past week when I had a flat tire while riding through in a rather remote area of New Mexico.

After numerous attempts to plug the tire, my friend and I ended up a few miles outside of Silver City, New Mexico, with little hope of reaching any help in town as it was approaching 5 p.m. and businesses were closing. Taking out my BMW Owners Anonymous book and looking over the options in the area, I called Bob (Robert) Bryant (#150294).

As luck began to turn our way, Bob lived within two miles of our location and offered to have us stop by his place to survey the situation. There, we attempted to remedy the issue at hand as best we could but to no avail, and Bob even had a neighbor help, but the best we could do was to get the bike the few miles into town and to a hotel.

Stressed and with limited options and no motorcycle shops in town able to replace the tire, I was stuck with the realization that I might be there for a few days or forced to pay to have the bike trailered the 200 miles home to Tucson or at least within the 100-mile limit of the MOA premium towing option anyway.

A call that evening to Bob resulted in his showing up the following morning with his vehicle and trailer ready to make the trek to Iron Horse Motorcycles in Tucson. He mentioned that he will travel there now and again to gather supplies from the local Costco and decided that this would be a good time to help me out and take care of his needs along the way.

This undoubtably saved a lot of time and more than likely money as well, so a big thanks goes out to Bob as an invaluable member of the MOA community!

Because of his help, I nominate Bob Bryant as a recipient of the BMW MOA’s Helping Hand Award!

ANONYMOU

S BOOK

OUS BO OK

Now is your chance to opt in and continue receiving the print edition of the BMW Owners Anonymous 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/.

2021 BM W OWNE RS ANON YM

BMW Owners Anonymous Book: Your Action Needed

2021 BM W OWNE RS

MOA Board updates election cycle

By Adam Chandler #207579 MOA Board Secretary In the September 2021 issue of BMW Owners News, I shared an update on the proposed bylaw change regarding how elections are executed for the BMW MOA Board of Directors. In the change, the board proposed moving to a “major, minor, no election” cycle and away from “three, three, and three” schedule. The board has unanimously approved this change. What this means is that there will be no election in 2022 and the MOA will elect five candidates to the board in 2023 and four in 2024.

This change will save the MOA thousands of dollars with no impact on the board’s ability to execute our strategy to the benefit of all current and future members.

In summary, this bylaw change has been approved. There will be no election in 2022 and the board will see five new members joining your board in 2023.

November 2021 | BMW OWNERS NEWS

15

NEWS

Joe Berry is a lucky man!

LISTENING TO HIS RIDING FRIENDS

talk about their adventures, Joe Berry always dreamed that someday, he’d travel the country on a Honda Gold Wing. The problem was, he didn’t own a motorcycle.

He was an experienced mountain biker and comfortable on two wheels, but just not the powered kind.

When the motorcycling bug finally bit him hard, Joe began looking around the Birmingham, Alabama, area for motorcycles and eventually found a 2012 BMW K 1600 for sale. At the time, the only thing Joe knew about BMWs was their funnylooking boxer motor. Still, after spending a significant amount of time online researching that model, Joe found it to be a highly

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BMW OWNERS NEWS | November 2021

desirable ride and much loved by its owners.

Given a thumbs-up by his friends and to the dismay of his wife, in January 2020 Joe bought the bike. His next step was learning how to ride, not the K 1600 particularly, but a motorcycle, period. After spending hours practicing in a nearby parking lot, Joe’s next step was to take an MSF course offered at a local dealership.

As his seat time and confidence grew, Joe was spending more and more time on his bike and with his riding buddies. After riding to a local restaurant for lunch, another BMW rider spotted Joe’s bike, and the pair struck up a conversation. Within a few minutes, the other rider asked Joe if he

knew about the BMW MOA. At that point, Joe didn’t, but he quickly learned of all the member benefits the club offered and became particularly interested in the BMW Owners Anonymous Book and how riders in need can find other members and reach out for help should they need it.

Shortly after returning home that day, Joe became the newest member of the BMW Motorcycle Owners of America!

Not long after Joe began receiving his monthly issues of BMW Owners News, he learned of the BMW MOA Foundation’s One Ticket/You Pick It Raffle. Though Joe didn’t think he’d win, knowing the raffle benefits the Foundation’s efforts toward rider safety, training and education, he

“I REALLY WON IT!” JOE EXCLAIMED WITH HIS SONS AND BROTHER IN DISBELIEF. A FEW MINUTES LATER, THE PHONE RANG TO CONFIRM WHAT HE HOPED WAS THE TRUTH. ANSWERING HIS PHONE, TED SAID, “JOE, DO YOU KNOW WHO THIS IS?” “I THINK SO,” JOE EXCLAIMED! Left, Joe with his riding friends. Below, Joe poses with his new R 1250 GS Adventure as he takes delivery from Pandora's European Motorsports. Above, Ted Moyer shows the winning ticket.

November 2021 | BMW OWNERS NEWS

17

IMG_8419.png

https://drive.google.com/file/d/1Xcn-UmBtRAGkv4F051idJpt8HOE4JP...

Cyclenutz.com

NEWS

Fuzeblock Choose Constant or Switched Power No crimping, No external relay, Compact Size

Heated Clothing Auxiliary Lighting

BMW Specific Tools Much More...

Powerlet RAM Mounts

www.cyclenutz.com/moa

South of Rome & Sicily Tour

1 of 1

8/23/2021, 12:10 PM

HIGHLIGHTS Rome, Palermo, Valley of Temples, Mt. Etna, ancient cities of Taormina and Syracuse, Maratea, Amalfi Coast, Pompeii TOUR DATES APR 16 - 30, 2022 OCT 9 - 23, 2022

adriaticmototours.com

COUNTRY Italy

DURATION 15 days / 13 riding days

ROUTE LENGTH 2.600 km (1.600 mil)

BMWON-120x82-SRS.indd 1

17/08/2021 10:46

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bought five tickets. He didn’t think about the raffle again until he received an email saying the drawing was happening that day. It was the weekend before Thanksgiving, and Joe’s brother was visiting Joe, his wife and sons. Joe was thinking he’d go outside and mow the yard, but with just a few minutes until the drawing was to take place, he decided he’d put that off to watch the drawing as it was being streamed on Facebook.

After pulling Facebook up on his phone, he gave it to his son to project the image to their television in the family room. Just as the image appeared on the big screen, Joe heard Ted Moyer say, “Congratulations, Joe Berry of Hoover, Alabama!” Dumbfounded, Joe watched as Ted held the winning ticket up to the camera.

“I really won it!” Joe exclaimed with his sons and brother in disbelief. A few minutes later, the phone rang to confirm what he hoped was the truth.

Answering his phone, Ted said, “Joe, do you know who this is?”

“I think so,” Joe exclaimed!

The first time he’d ever won anything of significant value, Joe’s new dilemma was which BMW to choose. Initially, the newly released R 18 was calling out to him, and he had great fun on his demo ride, but legroom was an issue, as was scraping the floorboards while carving turns. When a friend told him about the versatility of dual-sport bikes and thinking about his experience as a mountain biker, Joe chose a BMW R 1250 GS Adventure 40th Anniversary model. Joe said he couldn’t be happier with his choice.

Since winning, Joe has become an enthusiastic supporter of the MOA, the Foundation and their efforts to raise money to support rider education and training. He’s also bought five more tickets for the Foundation’s upcoming One Ticket/You Pick It Raffle, and with his fingers crossed, he’s hoping lightning strikes him twice!

BE SAFE. BE SEEN. ADMORELIGHTING.COM/BMWON

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BMW OWNERS NEWS | November 2021

T E K C I T E ON AND IT! K C I P U YO

IT ONLY TAKES ONE WINNING TICKET TO MAKE YOUR BMW MOTORCYCLE DREAMS COME TRUE. Enter the BMW MOA Foundation’s “One Ticket and You Pick It” raffle and you could choose the new BMW motorcycle of your choice including the new M1000RR valued at $37,500! Tickets are on sale through December 6, 2021 for $25 each or buy five for $100. A winner will be announced live December 18, 2021.

Someone will ride away on the motorcycle of their choice, but you must enter to win!

PURCHASE TICKETS ONLINE AT BMWMOAF.ORG Proceeds from the One Ticket and You Pick It raffle benefit the BMW MOA Foundation's efforts to advance rider safety, education and training.

See bmwmoaf.org for official rules and details.

NEWS

Welcome our newest MOA members I started riding three years ago when I turned 52.

After a couple years on a sportbike, I decided my next bike should be more versatile and yet still manageable for a relatively newer rider and the 2020 F 750 GS turned out to be the perfect bike for me. I've taken it through many roads in Northern California and completed the MSF Dirt Riders course and hope to attend the BMW Rider Academy (Adventure Off-Road) course next year.

Being new to BMW vehicles, I wasn't aware of this organization until I met some fellow BMW riders who told me about all the benefits as well as the wonderful community around BMW motorcycles.

So, here I am!

Daniel Teng #225961 Lashawn Hayes Maywood, NJ Iftikhar Ahmad Herndon, VA Michael Auge Edmond, OK Douglas Babbit Boulder, CO Victoire Baddit Boulder, CO Allan Bagley Seattle, WA Tiffany Bailey Locust Grove, VA JT Bailey Locust Grove, VA Dave Bamberger Portland, OR Brian Baron Wayzata, MN Jason Aaron Bartelstone Souderton, PA Eric Beal Nocona, TX David Beren Danville, CA Alden Bienvenu Reserve, LA Paul Bilodeau Kiowa, CO Quinn Bixler La Valle, WI Nicholas Bjornstad Maple Grove, MN Kurt Blankemeyer Dublin, OH Ryan Bottesi Arlington, VT Jeff Bottrell Troy, MI Rich Bradfield Grand Junction, CO Norman Bramstedt Cary, NC Steven Brown New Market, AL Michael Brown Waco, TX Ryan Brown Novi, MI Stephen Brown Highlands Ranch, CO Filip Bujanic Oakland Gardens, NY Thomas Burdick Santa Fe, NM

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BMW OWNERS NEWS | November 2021

Pat Burke Fort Wayne, IN Max Busselle Los Angeles, CA Wayne Campbell Richmond, VA Philip Cantor Kensington, MD Michael Carpenter Avon, CO Ralph Cavalieri Kuna, ID David Chesterton Boulder, CO Scott Ciluffo Enterprise, AL Richard Clark Geneseo, IL Rich Cohen Round Rock, TX Kate Coit Fayetteville, AR Sharon Coker West Union, SC Connie Coleman Oxford Mills, ON Ethan Collamer Benbrook, TX Mike Condon San Leandro, CA Dustin Cooper California, MO Jim Corcoran Manahawkin, NJ Brett Corliss Royal Oak, MI John Cramer New York, NY Anthony Crawford Chicago, IL Josh Crenshaw N St Paul, MN Ken Cunningham Franklin, TN Frank Daley Troy, MI Thomas Daum Blacksburg, VA Ginger Davidson Fort Myers, FL Daron Davis Lexington, KY Richard Dawkins Gainesville, GA Laura Day Lapeer, MI

Frederic Decourt Plymouth, MN Dominic Delicata Sterling Heights, MI Jane DeVore Gray, ME David DeVore Gray, ME Alex Dockery Saint Charles, MI Curt Donner Fairfield, OH Norm Eavey Columbus, IN Mattie Eckerstrom Marana, AZ Steve Eichelberger Roscoe, IL Mostafa Elbery Richardson, TX Scott Eldredge La Honda, CA Robert Emery Wells, VT Tim Enos Floyds Knobs, IN Nathan Evans Greenville, SC Kevin Evans South Lyon, MI Andrew Faglio New Hyde Park, NY Michael Faville Geneseo, NY Jeff Fishel Mount Pleasant, PA Trent Fisher Newberg, OR Stephen Fitzpatrick Mobile, AL Mark Flock Norwalk, WI Chris Forstall Covington, LA Terry Fowler Franklin, TN Brian Friend Colorado Springs, CO Keith Gapen Oriental, NC Vidal Garza Yorktown, VA Keith Gaudette Creedmoor, NC JP Genova Longboat Key, FL

Donna Gilbert Calgary, AB James Golightly Lexington, SC Andres Gomes Miami, FL Michael Gonzales Johnstown, CO Nate Graham Prosper, TX David Granbery Katy, TX Bobby Grandstaff Crestview, FL Fred Granitz Meansville, GA Todd Greer Greer, SC Bobby Griggs Kershaw, SC Ron Grimes Sandy, UT Luis Guedes Pfafftown, NC Kirk Guy Spokane, WA Patricia Hagle Mason, OH Katherine Hall Lakewood Ranch, FL Allan Hanoski Prosper, TX Carl Hanson Bellefontaine, OH Jim Hartnett Santa Cruz, CA Donn Harvey Preston, WA Curtis Hatley Surgoinsville, TN Scott Hayes Dallas, TX Nelson Hayes Maywood, NJ Ron Hedenberg Glen Ridge, NJ Michael Hill Webster, TX Kenneth Hoffman Sherman, CT Dan Hoover Burlington, KY Sarah Howard Amelia, OH Rejean Hubert Boisbriand, QC Scott Hudy Kimball, MI Robert Hylton Red Lodge, MT Glenn Imke Bakersfield, CA Thomas Iseman Lincoln, IL Jordan Israel Colorado Springs, CO Martyn Izod Blackie, AB Charles Jackson Gulf Breeze, FL Terry Jacobson Madison, WI Michael James Phelan, CA Brian Janak Victoria, TX Glarsnell Jean-Charles Oviedo, FL Sherm Jenne Yelm Mitchell Johnson Fort Collins, CO Mark Johnson Ann Arbor, MI Jeff Johnson Fort Collins, CO Ajo Joseph Mammen San Antonio, TX Ross Kapron Taylors, SC Jeremy Katkin Fort Worth, TX Beth-ann Kauppila San Antonio, TX

Ryan Keepers Lehi, UT Karl Kessler Sheffield, IA Omar Kharbat Wilmington, NC Jim Kich Blue Isand, IL Jeff Klitch Beavercreek, OH Charles Knoll Plymouth, MI Jeffrey Koenig Commerce Township, MI John Koole Riverside, NSW Dan Krage Milford, OH Richard Land East Greenwich, RI Maxwell Landry Woodbine, GA John Lang Onawa, ON Larry Lapointe Troy, MI Dennis LaRose Glastonbury, CT Rick Laughridge Lexington, SC Zeno Lee Brooklyn, NY William Lennan Rockledge, FL David Lentes Veradale, WA Andy Leszczynski Scottsdale, AZ Jeff Levis Fort Worth, TX Kevin Licht Evansville, IN Jon Liebold Groton, MA Jennifer Lloyd Alexandria, VA Aaron Luethe Tacoma, WA David Lupberger Boulder, CO Jim MacDonald Erie, CO Tom Magin Fargo, ND Eliane Makhlouf Marietta, GA Elisen Makhlouf Marietta, GA James Marciano Doylestown, PA Guido Margiotta Coral Sprinhs, FL David Martin Nowthen, MN Michael Massey Bonner, MT Lucius May Spearfish, SD Kevin McCarthy Weston, FL Michael McCartney Leawood, KS Brenna McIntyre Tucson, AZ Robert McQuade Telford, PA Mark Mendelsohn Chevy Chase, MD John Mender Ho Ho Kus, NJ Hector Mendoza Alpharetta, GA Kenneth Mercer What Cheer, IA Mark Mikita Mooresville, NC Jeff Miller Saline, MI Mitchell Miller Avon, IN Collin Miller Milwaukee, WI Dave Miller Edmond, OK

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NEWS

Thomas A Mitchell Deering, NH Dennis Mollner Westland, MI Lawrence Murray Appleton, ME Robert Musor Mount Pleasant, SC Bryan Mutchler Lake Orion, MI Uday Naik Plymouth, MI Scott Nichols Arnold, MD Kyle Normandin Manchester, NH Kelvin Noye Dumfries, VA Jonathan Nysse Inver Grove Heights, MN Paul Obernuefemann O’Fallon, IL Thomas Osborn Folsom, CA Ivan Osorio Inwood, NY Wayne Packard Tullahoma, TN Benoit Paille St-jean-sur-richelieu, QC Stephanie Palmer Royal Oak, MI Greg Park Gilbert, AZ Dean Pepperine Vergennes, VT Fernando Peris Tucson, AZ Drew Perkins Durham, NC Chris Petersen Myrtle Beach, SC Justin Pickard Petaluma, CA Doug Ponte Saint Augustine, FL Ben Porobenski Whitehall, PA Jason Powers Decherd, TN Kenny Pracchia Cottonwood, AZ Brian Prestifilippo Lombard, IL Dan Purinton Blue Jay, CA Herb Rabb Lacey, WA Justin Ramsey Erwin, TN Peter Bo Rappmund Santa Fe, NM David Rau Tarentum, PA Alexsey Razumousky Portland, OR Lon Reader Custer, MI

Greg Redmond Denton, TX Richard Reed Portland, ME Christime Reed Orrs Island, ME Andrey Reznik Campbell, CA Ryan Richard Tucson, AZ Daniel Richards Atlanta, GA Michael Robinson Summerville, SC Dick Rodonis Fort Wayne, IN Larry Romano Appleton, WI James L Row Batesville, AR Michael Ryske Marana, AZ Abraham Salamo Aurora, CO Franklin Sanders Murrells Inlet, SC Peter Schaefer Chambly, QC Tammy Scheuber Sheridan, WY Norton Schlachter Marietta, GA Clark Schneider Winter Springs, FL Stephen Sebesta Falls Church, VA Peter Seltz Cypress, TX John Shields Manchester, CT Jeff Shingler Xenia, OH Steve Sida Cortez, CO David Siebert Grayslake, IL Sury Sikha Moscow, ID Janel Silvey Powell River, BC Richard Skagerberg Waseca, MN Tracy Smith Ft Myers, FL Michael Smith Ketchum, ID Peter Smith Ann Arbor, MI Kim Soley Clinton Twp, MI Hugo Solomon Westlake, OH Wayne South Sunrise Beach, MO Andy Sprauer Phoenix, AZ Mike Stich Atascadero, CA

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BMW OWNERS NEWS | November 2021

William Storms Spokane, WA Rich Strong Harlingen, TX Bill Strong Pleasanton, CA Ronald Tamura Thousand Oaks, CA Craig Taylor Oakton, VA Jacob Thomas Raleigh, NC Kevin Thompson Arlington, VA Aidan Thorpe Kill Devil Hills, NC Thomas Tincher Winston-Salem, NC Edward Turner Columbus, OH Kristian Umlauf Williston Park, NY Rex Walker Danville, IN Jonathan Wall Baltimore, MD Michael Thomas Walsh Littleton, CO Bruce J Ward Bethlehem, PA Andrew Warren Bellefontaine, OH Heidi Weatherly Monticello, KY Greg Weekes Plant City, FL David Welliver Mason, OH Phil Wharton Willow Hill, PA Wade White Whiteville, NC Adrian Wilder Georgetown, KY Jerry Wilder Prescott, AZ Mike Williams Schenectady, NY Derek Wojciechowski Maple Grove, MN Randy Wojta Maple Grove, MN Nathan Wrage Gladbrook, IA Travis Wright Brighton, CO Kevin Wright Aurora, CO Jee Yoo Englewood, NJ Michelle Zausmer Eagle, ID Bobby Zhang Castro Valley, CA

Michelin® Road 5 Tires

Maximum confidence in wet and dry conditions mile after mile MICHELIN® Road 5 tires offer superior wet grip versus all leading competitors due to patented MICHELIN XST Evo water drop sipes, which widen as the tire wears, and our latest 2CT and 2CT+ tread compounds.1 Even after 3,500 miles, MICHELIN® Road 5 tires stop as short as new MICHELIN® Pilot® Road 4 tires 2 for added condence on wet roads over a longer period of the tire’s tread life. And, MICHELIN® Road 5 tires also offer better dry grip, improved stability and handling versus MICHELIN® Pilot® Road 4 tires thanks to Michelin’s patented ACT+ casing technology for even more riding pleasure.3 michelinman.com/motorcycle @michelinmotorcycle #MichelinOnMyMoto

Official Sponsor of the BMW MOA Annual Mileage Contest

(1) Based on internal wet lap times comparing MICHELIN® Road 5 tires with METZELER® Roadtec 01 tires, DUNLOP® ROADSMART III tires, CONTINENTAL® ContiRoadAttack 3 tires, PIRELLI® Angel GT tires, BRIDGESTONE® T30 EVO tires, and MICHELIN® Pilot® Road 4 tires in dimensions 120/70 ZR17 (front) and 180/55 ZR17 (rear) on a 2013 Suzuki® Bandit 1250S, conducted in Ladoux, France. Actual results may vary. | (2) Based on internal wet braking testing comparing new MICHELIN® Pilot® Road 4 tires and worn (3,502 miles) MICHELIN® Road 5 tires in tire sizes 120/70 ZR 17 (front) and 180/55 ZR17 (rear) on a 2013 Suzuki® Bandit 1250S, conducted in 2016 in Ladoux, France. Actual results may vary. | (3) Based on third party commissioned tests comparing MICHELIN® Road 5 tires with MICHELIN® Pilot® Road 4 tires in tire sizes 120/70 ZR 17 (front) and 180/55 ZR17 (rear) using a 2017 Kawasaki® Z900 conducted by MTE Test Center in Stuttgart, Germany. Actual results may vary. | Copyright © 2021 Michelin North America, Inc. All rights reserved.

PRODUCT

REVIEWS

Knipex Pliers Wrench

By Mark Barnes #222400 GERMAN TOOLMAKER KNIPEX (PRO-

nounced ka-ni-pex) claims to produce the finest pliers in the world; indeed, they’ve devoted themselves almost exclusively to this one category of hand tools. While I haven’t sampled all pliers available on the planet, I can enthusiastically attest to the superlative quality of the Knipex pliers I own: the awkwardly named “pliers wrench” model. “Wrench pliers” rolls off the English-speaking tongue better, and I’ll refer to them as such here.

These are among my favorite tools of all time and reside within a tiny, elite subset of my collection that ends up doing the lion’s share of mechanical tasks. It’s not only in human organizations that 10 percent of the members do 90 percent of the work—the same is true among tools, at least if the collection includes several as extraordinarily useful as these.

I first learned of the wrench pliers many years ago during a visit to G.M.D. Computrack in Atlanta, where I was having suspension and chassis work done on two of my bikes. Pro mechanic Todd Dunn turned me on to what he considered one of the most versatile tools ever created, Snap-on’s wrench pliers. When I first noticed he was using a pair of pliers to disassemble my forks, I was shocked. I usually associate pliers with laziness or lack of the proper wrench, not to mention grotesquely scarred surfaces where the pliers’ teeth scratch, gouge or round off every surface they pinch. Yet I had pegged Todd as a consummate perfectionist, neither lazy nor careless, as I’d watched him go to great lengths to avoid microscopic damage or contamination. He certainly had at his disposal any wrench he might want—a mind-boggling assortment was neatly arranged behind him. What the…?

Upon closer examination, the genius of Todd’s tool choice became apparent. Forget everything you know about pliers, except their ease of use. First, the jaws of the

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BMW OWNERS NEWS | November 2021

wrench pliers have no teeth; they’re uniformly smooth and flat like the inner surface of an open-end wrench. Second, a wickedly clever cam mechanism in the hinge links the upper handle with the lower jaw, which slides vertically within a groove perpendicular to the jaw’s working surface. This setup keeps both jaws perfectly parallel to each other throughout

the entire range of motion. Smooth, parallel jaws pose no more threat to the surfaces they contact than would any open-end wrench. In fact, the pressure applied while using the wrench pliers takes up any slack that might exist between the actual size of a fastener and the actual size of a wrench (resulting from variations in manufacturing tolerances). Said slack can concentrate force

near a fastener’s corners. The wrench pliers always deliver even pressure across their entire working surfaces.

With the push of a spring-loaded button, the wrench pliers’ adjustable pivot can be easily relocated in fine increments across an extremely wide range, allowing this single tool to take the place of numerous open-end wrenches. Rather than determining the fastener size and digging out the right wrench, just get the pivot in the ballpark and squeeze. This is much faster and simpler than fussing with the worm gear on an adjustable crescent wrench (which can promptly wiggle out of adjustment) and allows quicker, more precise adjustment than Channellocks. The wrench pliers’ generous handle length allows prodigious leverage, both in terms of grip (10:1) and torque, making them great for clamping and bending, too.

Sounds fantastic, but Todd was using a Snap-on tool, not Knipex. Yes, his were branded as Snap-on, the widely recognized premium tool supplier. When I bought mine, they were branded as Blue Point, a line within Snap-on’s range. However, the wrench pliers currently don’t appear to be available branded as either. I located them online as Knipex tools, then realized they had been so all along, and had merely been white-labeled by Snap-on (see “Knipex” in the forged, oil-hardened, chrome vanadium steel, with “Blue Point” stamped on the coated handle). Today, you should search for these using the less familiar Knipex name.

As you’d expect with anything ever associated with Snap-on, the wrench pliers are constructed with impeccable precision and materials of the highest quality. The metalwork is artfully done, and the handles are shaped perfectly for a natural-feeling, comfortable and secure interface with human hands. All movements are silky smooth and absolutely stable. These tools are truly a joy to use—which is good, since they’re not such a joy to buy. The largest size

carries a list price around $100, so the cost of ownership is daunting. Before, I’d have thought dropping a C-note on a pair of pliers was crazy. Now—having used the wrench pliers extensively for roughly two decades—I consider such a purchase not only sane, but a real bargain.

You’ll still want that old drawer full of wrenches for certain peculiar situations, like extra-tight spaces lacking clearance for the wrench pliers’ jaws, which aren’t quite as narrow as specialty spanners. However, if you can handle the pricing, I’m confident the wrench pliers will be among the most used tools in your garage. If you don’t already have a drawer full of wrenches, purchasing a couple pairs of wrench pliers could conceivably save you from ever needing to accumulate such, and they make a terrific addition to your traveling tool kit.

The wrench pliers come in five sizes, ranging from 125 mm (~5”) to 300 mm (~12”) in length, and can be found individually or in sets online and at hardware stores, including Lowes and Home Depot. I’ve done very well with just the 180 mm (~7”) and 300 mm models, which have maximum jaw capacities of 60 mm and 36 mm, respectively. Several different grip styles are available to accommodate ergonomic preferences and provide insulation against electrical shock, if desired. Prices vary significantly among vendors but are usually discounted significantly from MSRP; it pays to shop around. Knipex tools come with a lifetime limited warranty. For more information, visit knipex-tools.com What is YOUR favorite tool? Whether it’s a run-of-the-mill screwdriver you’ve had for 20 years or a brand-new, high-tech invention, let us know about it! Send a photo and an explanation of why it’s your go-to tool (in as much detail as you care to get into) to submissions@bmwmoa.org.

November 2021 | BMW OWNERS NEWS

25

NEW! Michelin® Road Classic Tire Approved for iconic motorcycles Modern technologies to make the most of your classic bike!

The all-new MICHELIN® Road Classic tire features a compound mix incorporating MICHELIN® Silica Rain Technology™ (SRT), an innovation which combined with a 26% void ratio provides 50% more wet grip than the previous generation tire.1 Thanks to its bias ply technology and bias casing supported by two crown plies, the MICHELIN® Road Classic tire also provides 50% more stability when cornering and 40% more straight-line stability than the previous generation.2

Official Sponsor of the BMW MOA Annual Mileage Contest

Motorcycle.Michelinman.com @michelinmotorcycle #MichelinOnMyMoto 1. In-house comparison of the MICHELIN® Road Classic and MICHELIN® Pilot® Activ ranges conducted on 6/16/2020 at the Fontange track (France) with front dimension 100/90 B19 and rear dimension 130/80 B17 on a Triumph® Bonneville T100. | 2. In-house comparison of the MICHELIN® Road Classic and MICHELIN® Pilot® Activ ranges conducted on 6/22/2020 at the Ladoux track (France) with front dimension 100/90 B19 and rear dimension 130/80 B17 on a Triumph® Bonneville T100. | Copyright © 2021 Michelin North America, Inc. All rights reserved. Image provided by BMW North America.

PRODUCT

REVIEWS

Stayin’ Toasty: Aerostich’s Kanetsu WarmBib

By Ron Davis #111820 ONCE OCTOBER ROLLS AROUND AND

the plaintive honks of Canada Geese fill the gray skies, another migration is also taking place. All my gear for cold weather riding begins to slowly emerge from closets, plastic storage bins and basement cabinets, headed for my bike and those last rides of the season.

Out come the glove liners, a balaclava, wool socks, long underwear and heavy sweaters. This year, however, brought a new addition to the assemblage, courtesy of Aerostich. When asked what was his favorite piece of cold weather gear, Aerostich founder Andy Goldfine told me it was his company’s “Kanetsu WarmBib.” His endorsement, coupled with the low price ($77) convinced me to give it a try.

The WarmBib looks similar to what my fellow ‘60s riders may say looks like a large-sized “dicky.” A dicky was a turtleneck collar with a short apron worn under a

shirt that gave the faux impression of a turtleneck sweater. I don’t know if they’re still around, but they usually came with a shirt (probably polka dot or paisley). I remember one of my high school buddies’ favorite pranks was to pull out your dicky to hilariously reveal the deceit.

The Aerostich Kanetsu WarmBib, however, is a serious piece of gear.

The “bib” part covers my chest almost down to my waist and has a slippery Gore-Tex® Wind Stopper® face and soft, “grabby” fleece underside. The collar is snugged up with a hook and loop strap and is also lined with low-profile fleece.

Two sizes are available, one for riders under 5’9" and one for those 5’10" and over.

The Aerostich WarmBib covers the chest almost down to the waist and heats up to about 90 degrees on its fleece underside.

The Bib is lined with heat elements linked to a red LED-illuminated on/off switch which draws its power from the SAE dongle which most bikes now have for attaching a trickle charger. The switch clips to the outside of your suit or pants, and yes, you’re tied to the bike with an umbilical, but I found the coiled cord that stretches easily to five feet is forgiving and will remind you you’re hooked up before you damage it or pull your bike over when dismounting. The WarmBib draws 30 watts, 2.5 amps.

The theory behind the WarmBib is that it heats your chest area where all the heavy lifting of keeping your blood circulating is going on.

Aerostich’s Kanetsu WarmBib comes with a LED-illuminated switch that clips at the waist and plugs into an SAE dongle from a bike’s battery.

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BMW OWNERS NEWS | November 2021

According to Aerostich, as temperatures drop, your body automatically decreases the flow of blood to your extremities to decrease heat loss to your head and vital organs. By heating your trunk, a WarmBib convinces your body’s thermostat to send more blood to your extremities, thereby keeping you feeling warmer all over.

On my road tests on mornings where temperatures ranged from the upper 30s to the mid-40s degrees (Fahrenheit), I nestled the WarmBib over a Carhartt long sleeved t-shirt and under a lined, golf-type windbreaker. This was then covered by my Cousin Jeremy bib and jacket. With the WarmBib on, I stuck my wife’s temperature probe underneath and found the temps hovered around 90 degrees at a standstill. Though Aerostich does offer a thermostat for the WarmBib, I found on the highway I could regulate the heat to my chest by toggling the Bib off and on, aided by the red LED that lets you know when it’s on. It worked. The WarmBib kept me toasty, and my hands covered with elkskin ropers with silk liners stayed cool, but not uncomfortably cold.

One thing I liked about the WarmBib was that it isn’t as bulky as a heated vest or jacket liner. Since it doesn’t slip over your head like a dicky, it’s also easy to remove without taking everything off and stores in its own zippered pouch.

Packing down to about the size of a softball, I plan to just leave the WarmBib in one of my side cases along with rain gear for spring or fall riding contingencies.

For more information about the Kanetsu WarmBib and other Aerostich cold weather gear, visit Aerostich.com.

November 2021 | BMW OWNERS NEWS

27

Why not live where people vacation?

Beautiful Coeur d’ Alene, Idaho! www.lattmangroup.com www.LattmanGroup.com I’m Peter Hans Lattman, Real Estate Agent and Owner of the Lattman Group.

As a lifelong motorcyclist and BMW MOA member (#97545), I’d love to share with you why I live here.

Serving North Idaho and Eastern Washington for all of your real estate needs!

Peter Hans Lattman

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

Cell: 208-664-0101 Peter@HardWorkingPeter.com

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

PRODUCT

REVIEWS

Touratech’s F 850 GS and GSA Fork Cartridge Conversion

By Bill Shaw #70903 I’VE BEEN RIDING FOR 46 YEARS AND DURING THIS TIME HAVE

owned 15 R and K bikes—everything from standard and sport models to touring and adventure motorcycles. Until I picked up an F 850 GS in December, I never had an F series. This bike is an absolute blast to ride and embodies the best qualities of other bikes I’ve owned. It is as nimble as an R 1100 S, the engine is as smooth as my K 75, and the seating position is as comfortable as an R 1250 RT. Unfortunately, it has one shortcoming: The non-adjustable forks are soft and compress too much when braking. It is also why the front end never seems to be in sync with the rear when going over large bumps or riding on rough or uneven surfaces. I’m not alone in

The Touratech Fork Cartridge Conversion kit.

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BMW OWNERS NEWS | November 2021

this regard as there are numerous complaints about the forks on BMW forums. Thankfully, two options exist for owners of the F 850 GS and F 850 GS Adventure.

The first is to install a set of progressive fork springs and use a heavier fork oil. While that offers some improvement, the forks are still non-adjustable, and according to reports I read, not recommended for heavier or aggressive riders either. The second option is to install a fork cartridge. Since the right fork leg on the F 850 GS and GSA controls damping, a fully adjustable cartridge replaces the BMW internal components. For me, the decision was easy; I elected to go with door number two and use Touratech’s F

850 GS and Adventure Fork Cartridge Conversion Kit. Touratech uses a closed-system cartridge that drops into the BMW fork without any modifications or special tools. Rebound and compression are controlled with one adjuster (conveniently located on top of the right fork cap) and are tunable over a wide range of riding conditions. Touratech also uses a bladder to keep the damping oil and air separate to eliminate foaming when riding under extreme conditions. Finally, a hydraulic stop offers secondary damping to prevent the fork from bottoming out.

Two weeks after filling out Touratech’s online Rider Suspension Profile, I received the cartridge conversion kit. It includes a fork cartridge already sprung for my weight and riding style, damping adjustment tool, fork cap tool, fork oil, and a manual. After thoroughly studying the instructions, I set aside three hours to complete the job; five hours later, I was finished. Unfortunately, the instructions are not always clear, which prompted a couple of calls to Touratech’s excellent customer service center for clarification (thank you, Morgan!).

After setting the sag with the preload adjuster, conveniently located on the fork cap, I went out on a test ride. I was skeptical about the fork’s performance since compression and rebound damping can’t be independently adjusted. I needn’t have worried; after 30 minutes of playing with the adjuster and only increasing it three clicks from its original setting, I haven’t touched it in over 1,000 miles.

My F 850 GS not only feels more compliant, planted, and balanced when riding over rough terrain, but the front now works in unison with the rear. With the TFT display set to dynamic suspension and single rider mode, the bike is composed at highways speeds and, on back roads, absorbs road irregularities with ease. Another testament to how good the Touratech cartridge works is that I no longer worry about dodging the numerous and bone-jarring potholes, expansion joints, and ruts that are commonplace on the roads around Washington, D.C., where I live.

There’s also significantly less dive when braking. To objectively evaluate the Touratech cartridge, I conducted a before-and-after test. Before installation, I made six quick stops from 25 mph and measured the amount of dive using a zip tie on the fork slider. The forks compressed an average of 155 mm with the stock suspension, which means only 24% of the bike’s suspension travel is still available. After installing the cartridge kit, the forks compressed an average of 120 mm, meaning that 41% of the bike’s suspension travel is still available. As we all know, more suspension travel is always better when braking, especially during an emergency stop.

Whereas the stock front end limits are reached quickly, I have yet to find them with the Touratech cartridge conversion. If asked to describe how my F 850 GS rides now, I would say it is confidence-inspiring; the cartridge has improved performance and handling considerably.

At $1,195.00 and available for both standard height F 850 GS and Adventure bikes and lowered models, the Touratech F 850 GS and Adventure Fork Cartridge Conversion is a fantastic solution for anyone who wants to improve the ride quality of their bike.

For more information, visit www.touratech-usa.com.

Rebound and compression are controlled with one adjuster.

Testing Touratech's Fork Cartridge Conversion.

November 2021 | BMW OWNERS NEWS

29

PRODUCT

REVIEWS

Touratech Spring Kit Upgrade

By Wes Fleming #87301 IT USED TO BE UPGRADING THE

suspension on your Telelever/Paraleverequipped BMW motorcycle was as simple as a call to Öhlins. You gave them your information and a credit card number, and a week later you were back to blissfully riding smoothly on down the road (or off it). That was before you knew about all the choices available, and now that you know, deciding how to upgrade your suspension can be a paralyzing decision.

However, if you don’t have a lot of money to spend but still need a suspension upgrade right now, you can look no further than Touratech’s Progressive Spring Kit

(MSRP $359). Compared to a full suspension replacement compatible with a liquid-cooled R bike, this could easily cost just 10 percent of what you could do if you went all-out.

The kit, which is available for 2013+ R 1200/1250 GS motorcycles in standard and short (down 20 mm/0.8 inch) versions, comes with two springs. The well-known progressive nature of the new springs emphasizes the difference in performance over standard springs; true to Touratech’s claim, their springs get firmer as they compress, and the more they compress, the more they resist bottoming out, allowing

you to avoid both that disconcerting condition and the damage it can do to your suspension internals.

Installing the springs myself was a bit of a bear, but we got it done using a combination of a spring compression tool and tie-down straps combined with brute strength. Because BMW changed the design of the shock mounts from the pre-2013 GS models, getting the existing shocks off the bike to make the swap is pretty involved, though most any handy shade-tree mechanic ought to be able to handle it with some patience and enough overhead space to raise the rear subframe.

The stock spring is white; the upgraded progressive spring looks a tad shorter but is more effective in operation.

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While I only rode the bike about 200 miles before making this swap, I weigh more than the average rider even before I add anything to my luggage, which is also made by Touratech—not hard to tell I’m a big fan of the brand. I found the pre-swap ride to be fairly harsh, which wasn’t surprising as the bike already had 55,000 miles on it, though thankfully with lighter riders.

Following the swap, the bike felt transformed, and I’m now confident I can hold off on a full suspension replacement for some time. I don’t tend to ride hard enough to bottom out the shocks, but I notice the harder I ride—or if I have a passenger with me—the road surface has less deleterious effects with higher speeds or heavy back-and-forth movements necessitated by tight twists and curves.

Installing Touratech’s Progressive Spring Kit proved to be an effective and cost-efficient way to upgrade my suspension. It’s not quite penny tech, but it is super inexpensive when compared to the cost of replacing a set of DESA shocks. One bonus is Touratech USA offers purchasers the service of swapping the springs for them if they should lack the proper tools to do the work.

Visit Touratech USA’s website at www.touratech-usa.com for more information.

With Touratech’s progressive spring on the rear shock and the unit reinstalled on the bike, a casual observer wouldn’t know the suspension had been upgraded. Riding it, however, gives it away immediately.

November 2021 | BMW OWNERS NEWS

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The Seasons they are a-Changin'

By Matt Parkhouse #13272 LABOR DAY HAS COME AND GONE WITH output shaft’s big bearing was coming apart, it had not disintegrated, therefore allowing the shaft to move around and destroy most day’s temperatures recently in the mid 90s. I the internal parts. The rear cover, gears and shifting forks, often am finally seeing a break with the Airheads damaged in these failures, were intact with this gearbox. I’m coming into my back yard for minor work, major replacing all the bearings since steel shards had been circulating in repair or just answering a question or two. While the tranny for some time. the COVID pandemic was at its worst and I recently received a 1974 five-speed gearbox with a kick start. I everything was shutting down, having folks in the have a plan of combining the ’74 cover with the somewhat work area, even behind a mask, was more social stronger case and internals of the ’76 box I opened at the Fairplay activity than most other people were seeing. gathering. There’s one gear in the ’74 kickstart linkage that suffered Along with the bikes coming to me, I’ve managed to attend a from having inadequate metallurgy. This part is now NLA (no couple of Airhead Tech Days. In Denver last May was the annual longer available) in the US but remains available from European “Colorado Airheads Beemer Club” at Dick Paschen’s home. sources. The replacement gear has better metallurgy and doesn’t Another in September was the “Mountain Man Tech Day” in the wear out like the original ones did. I ordered one from Classic mountains by Fairplay, Colorado, and hosted by Jim Balough and BMW in Switzerland and should be able to complete this bit of Fred Urban. Both were attended by fewer riders than the past but work soon. This exercise really drove home to me that if there’s an were both good gatherings of good-natured people. apparent problem in the driveline of your airhead, it’s best to park Reflecting on the many transmissions I’ve been restoring, I it immediately rather than trying to get 50 more miles out of it. brought one to each Tech Day, along with the needed tools to open Another session of seldom done work saw me installing them up and get a start on the work to get them back in action. updated tapered roller steering bearings into a pre-1970 R 60/2 Both were eBay deals that cost around $350 to purchase and have bike. These bikes, unlike Airheads from 1970 to 1995, were shipped to me which is a real bargain if you ended up with a assembled with ball bearings using separate inner and outer races. “cream-puff.” Not such a good deal if there were problems revealed during my little “show and tell.” I’ve done enough of these demos at Tech Days and rallies that I know that many folks have not had the opportunity to get a look at a gearbox’s internal parts and function.

As it turned out, at these two Tech Days, I ended up with one of each: a cream puff and a not-so-good one. At Dick’s Tech Day in May, my efforts revealed an obviously low-mileage, no-defect five-speed transmission. Once I carried it home, it got new seals, a couple new bearings, a good clean-out and re-shimming. It’s now in someone’s bike, working nicely.

The one I just opened in Fairplay wasn’t in such nice shape. Before the cover was off, I could tell the gear columns were turning very loosely as I ran it through the gears on my workbench. In Jim’s garage, once I had tapped off the cover which I had heated, it was immediately obvious that this unit had serious problems.

Whoever sold his airhead to the eBay “bike The second heating session. This is needed to get the output and intermediate shafts out, along with one breaker” parked the machine just in time of the shifting forks. We found this gearbox to have a failing output shaft bearing. Fortunately, the rider before serious damage occurred! While the stopped before there was further damage.

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BMW OWNERS NEWS | November 2021

Replacing the steering head bearings on the R 60/2. Pretty straight-forward, once the irreplaceable custom tank is safely away from the hammers and wrenches.

The old ball bearings above the new tapered roller bearings. Definitely an improvement!

The owner, along with a few other repairs, wanted me to address the instability he felt riding on the highway. After attending to things like making sure the tire pressure was at 32 psi, front and rear, I took the bike out for a test ride and could notice the steering being off. When I returned home, I ordered the replacement set of roller bearings from BenchMark Works in Mississippi.

After carefully removing the one-off oversize gas tank, replacing the bearings was straightforward.

With the bearings replaced and adjusted, I took the R 60 out again. There’s a stretch of interstate near our house that has pretty dramatic rain grooves so I didn’t have to go far for the test. With the new bearings, the bike still felt twitchy, but the over-all handling felt much better. After I rode the bike around on a couple of errands, I readjusted the steering bearings a final time. The last test ride definitely felt more solid. The owner, after coming down from Denver to collect the R 60/2 and riding it home, reported that he could definitely feel an improvement in the bike’s handling.

The seasons are changing. Yesterday really called for firing up our swamp cooler. Today, there is a real bite to the morning wind. My chores, in the next few days, will include taking down the swamp cooler and setting up the wood stove for winter heating duties. I decided to check out a tent we had Removing the cover of my unknown gearbox at the Mountain Man Tech Day. The dismantling of one of these involves two torch employed heating sessions.

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purchased a couple of years ago but never used. I carried it out of the basement and set it up in the front yard. I’d purchased one of the USMC Combat tents via eBay for us to take to Europe but ended up not doing so. We stayed in hotels for the entire trip.

We may ride to Tucson this October, and I’m planning on riding to Joshua Tree National Park and then to Mexico this coming February and March. I wanted to refresh my tent management skills and see if there was anything I needed to add to the equipment in the bag. These tents were developed to replace the Army’s old “pup tent/shelter half ” equipment that I had experienced during my Basic Training in the 1960s. Using the downloaded instructions, I got it up in about 30 minutes. It certainly seems to be a strong unit, with about the same amount of room as the Eureka Timberlines that we’ve used for many, many years. It will be good housing for two (friendly) riders and their gear. It was obviously a used unit, but I did not find any damage anywhere. After setting it up, I ordered better tent pegs and the repair kit that it was issued with for housing our troops.

The external frame, green or silver Eurekas seemed to be the BMW standard tent in the ‘70s and ‘80s. It used to be that well over half of the tents covering rally grounds were this sort of tent. They do wear out after several years of use, and the last replacement I bought seemed to be made much more cheaply. The Armed Forces are selling off the tents that the Marines had used in the Gulf Wars. They are being offered by several surplus vendors. I found another on eBay. I set it up pretty easily on the front lawn and left it up to air out. Of course, a slight rain came up so when I took it down for the evening, it was damp. I put it back up the next day to dry out for storage. This time, watching the time, I took 22 minutes to get it set up. Erecting a new tent is something you want to practice a few times before you try to do it for the first time in a dark and drizzly campground. It’s put away now, as I imagine using it on a Caribbean beach this winter.

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Just day dreaming right now, I hope to be using the USMC Combat tent in someplace nicer than our front yard. A touch more complicated to set up, it IS a sturdy structure. The dark-colored fly can be flipped over to be a light tan color.

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TORQUE

OF

THE

MATTER

PENNY TECH

By Wes Fleming #87301 WHAT’S THE CHEAPEST THING ON A

BMW motorcycle? Why, the rider, of course!

This well-worn cliché has some truth to it, but only because many riders outside the BMW world see us preferring to put our money into the bike up front and then spend whatever we might have left on gas, food and lodging (plus also tires) rather than high-dollar parts—if possible, anyway.

Sometimes you just have to bite the bullet and pay for that OEM ignition coil or clutch parts, but other times an aftermarket solution is available. Some of us refer to the less expensive and more creative aftermarket options as “penny tech,” ways to outfit and upgrade your motorcycle for little cost.

Several years ago, my friend Kermit heard me griping about the grips on my 2005 R 1200 GS and made a suggestion he found handy on his 2011 model. With nothing more than a razor blade and a heat gun, I could fix my problem, which stemmed from the grips on my then new-to-me bike feeling too small diameter-wise and uncomfortable for their lack of cushioning on longer rides.

Other riders might attack this problem with Grip Puppies or even replacement grips, but not Kermit. He dove into his stash of random stuff and came up with a length of oversized heat shrink tubing to address his perception of the same issue on his bike. I found myself educated from the get-go, as I had no idea heat shrink tubing was available in any diameter larger than about a quarter of an inch. I purchased the material from the McMaster-Carr website (mcmaster.com) and following his instructions, upgraded my grips for just a few dollars. The heat shrink tubing had the added benefit of not blocking the heat from the stock grips, and in fact I found it would

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BMW OWNERS NEWS | November 2021

Stock (heated) grip on a 2015 R 1200 GS, shown here with the bar-end weight and hand protector removed. Notice the wear pattern from the 55,000 miles of previous use before I got it.

The heat-shrink tubing doesn’t look terribly substantial before it’s heat shrunk, but it thickens up nicely, adding enough diameter to the grip for my purpose.

hold a bit more heat for a longer period of time after the heated grips were switched off.

As regular readers will no doubt remember, I switched from my 2005 GS to a 2015 model earlier in 2021, and when it came to the hand grips, I found I wanted to make the same upgrade to them as I had with my 2005. I referred to my maintenance and repair log and found the information from 2014 when I did the work.

“20 Jul 14 71,000 Added shrink-wrap to handgrips $84.00 McMaster-Carr Fuel-resistant high-flex tubing, heat-shrink 1-1/2" ID before, 6" L, Black mcmaster.com p/n 2595K8” In the intervening seven years, the only thing to change was the price, which went from $42 per six-inch length in 2014 to $25 per in 2021—nice to see a price that has come down over the years! If I had gotten the four-foot length back then, I’d have had more than enough to take care of me this time, but no doubt if I had done that, I’d have put the remainder “someplace safe” and had to buy more anyway.

I realize Grip Puppies are only $20, but I find them too thick and too soft for my hands. Maybe in that light, this update doesn’t really qualify as penny tech, but it’s still cheaper than new OEM grips and far easier to install than new grips.

Installation is easy—simply remove the bar-end weight and slide the tubing over the grip, then hit it with gentle, gradual heat until it has fully shrunk into place. Carefully trim the ends with a razor blade and you’re all set. I took the extra step of placing the bright yellow branding on the forward side of the grip so I don’t have to look at it.

My primary need fulfilled with the expanded diameter, I also found the heat-shrink to be nice and grippy, even though it looks smooth. The texture is plain and not distracting, but I do have to field questions about my “worn-out” grips from time to time. I don’t mind.

The tubing is also fuel- and oil-resistant, which means it should keep its grippy characteristics for a

Patience goes along with the heat: gently holding the heat-shrink in place while shrinking the inboard end helps keep it along the full length of the grip. The finished installation looks weird because it’s completely smooth, but the tubing has plenty of grip whether riding with bare hands (which you shouldn’t) or gloves.

Be sure to trim the bar-end side of the tubing flush with the end of the grip to ensure unimpeded throttle use. This is far more important on the right grip than the left, but practicing on the left first ensures a clean install.

good, long time. Certainly, the installation on my 2005 GS never let me down, and I anticipate long life from the tubing on my 2015. If it should fail, it is easy to replace, as the heat-shrink can be carefully cut with a razor blade and peeled off should the need arise.

This isn’t the only penny tech moment I’ve had with my motorcycles, but it’s the most recent and for my use, makes a big difference. Let me know what penny tech fixes, updates and upgrades you’ve done on your motorcycles by email, wes@bmwmoa.org. Please send a photo and I’ll feature you in a future column!

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Pawprints on my Soul

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BMW OWNERS NEWS | November 2021

By Peter Burke #133958 We are one, my dog and me. Having faced and overcome numerous challenges in our sidecar adventures over the past three years, we have forged a bond based on love and respect. I delight in his playfulness, his habit of pressing his muzzle against my cheek, his childlike wonder at the places we go. Back home in Vermont I reflect on our latest journey, 6,003 sidecar miles covering deserts, mountains, rivers and shoreline. It didn’t go exactly as planned, but that seems to be the norm. The memories come as a string of vignettes.

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The truck pulled into a nearby clearing just as I filled a packet of freeze-dried camp glop with steaming water from my JetBoil stove. It was an enormous Chevy crew cab, lifted several inches, bearing Texas plates. Sliding to a stop in a cloud of dust, three stunningly beautiful women of college age emerged as Glenlivet uttered a soft warning growl.

Clad in very short cutoffs, calf-high boots of reptilian origin, enormous Stetsons and skimpy tops struggling to corral cleavage that would have Jack Riepe saluting, they waved a greeting and began setting up camp. Camp consisted of one large mesh tent, a charcoal grill, a gigantic cooler, and several firearms. The mouth-watering scent of grilled steak soon wafted our way as I stirred my rehydrated glop.

Sometime later they approached. “Can we say hah to your dawg?” East Texas drawl. They’d shed their Stetsons and swapped their boots for sandals. Glenlivet noted their long fingernails and whined in anticipation of a good butt scratch. I gave him the release command and he happily introduced himself. The blonde member of the trio handed me an ice-cold Belgian quad, 9.5% Sanctimonium, brewed in Tyler, Texas—a powerful icebreaker.

In the middle of nowhere I drank cold beer in the company of goddesses. As the sun set, they retreated to their campsite and I turned to my latest Kindle book. Glenlivet curled up atop my boots.

Colorado’s Poudre Canyon

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I was just about to turn in for the night when my dog’s wagging tail alerted me to an approaching visitor. It was the more outgoing of the two brunettes, she of the teasingly flirtatious manner and straining bodice. “Honey,” she said, leaning forward in a supreme test of my ability to maintain eye contact, “You look like you could use some ass.” Words escaped me! Had this beautiful woman young enough to be my granddaughter just proposed we do the Wild Thang? Even accounting for regional differences, it was an oddly intimate form of getting acquainted. I held up my left hand, my wedding ring glistening in the starlight. She held up a bag of ice.

I can still hear her laughter. ***** We came upon a small Nebraska town on US-136 and started looking for a place to eat. Both sides of Main Street were lined with the usual chains. A glance at the GPS shows a few eateries on side streets so we headed that way, settling on one the locals seemed to favor. The pandemic has been tough on most businesses, but especially hard hit are the small independents. To help them, I was determined to spend my dollars at mom ‘n pops.

Though I didn’t eat in a chain until week five of this trip, so many small diners had gone under I often found myself eating several

hours after the first hunger pangs.

Those situated along the busier US highways seemed to have a higher survival rate, especially if they were tied to another business like a gas station that provided an alternative source of revenue, but along the state and county roads I found a depressing number of shuttered little guys flanked by the ubiquitous puss-colored dollar stores. ***** Colorado’s Poudre Canyon was an exhilarating ride following a wild river flanked by often vertical cliffs. Nearing the top, however, real drama unfolded in the form of mile after mile of blackened pines sticking up like giant toothpicks in a scorched mountainside.

Now and then we’d pass a small home surrounded by a tiny oasis of green. Beyond those few wilted aspen trees was clear evidence of hard-fought battle, with pines dropped by chainsaws with heavy sections of trunk physically dragged away from the perimeter.

Firebreaks created by brave men and women determined to save someone’s home. I tried to imagine the courage it took for those Forest Service firefighters to stand their ground in the face of a wall of flame consuming all in its path. My imagination fell short.

At Cameron Pass a delighted Glenlivet discovered a large patch of snow and declared play time. Resistance was futile. There are times when your navigator is having such a good time that one must simply ignore the schedule and relax. This was one of those times. Eventually he tired out and we continued, leaving the forest behind but discovering an unanticipated problem. Eastern roads are sprinkled with spacious pullouts or rest areas where a dog can play or pee. In the Midwest and Great Plains, it seemed every town was graced with established parks where two or four-legged visitors are welcome. But the West, being cattle country, had roads flanked by miles of barbed wire fencing. Pullouts were typically just over a car-width with barbed wire on one side and speeding cars on the other. I found myself urging Glenlivet to hold it just a little longer as I searched for side roads, schools or churches where he could safely do his thing. ***** As my feet soaked in the cool water of the Green River at Split Mountain, just outside Vernal, Utah, I watched my dog happily splashing in the shallows. Crosswinds, a steady 35 mph from the south with gusts up to 55 mph, had taken their toll on both of us.

The crosswinds first found us in central Colorado, but it wasn’t until we emerged from the protection of mountains that it became an unrelenting struggle to track a straight line. On two wheels one can lean into a steady wind, always remaining alert to the threat of gusts, but on a sidecar rig with the wind coming from the left, once my camber control has been maxed out, it became a physical battle. Crossing the flatness of the high desert was brutal under those conditions, and we found ourselves cherishing the temporary relief afforded by every rocky outcropping. Glenlivet was dripping wet as we left Split Mountain, but was completely dry by the time we reached US-40 just six miles away. *****

SplitRock

Hearing protection for my dog has long been a concern with this one. Years ago, I had placed a decibel meter in the tub and learned that, except during hard acceleration, noise levels were acceptably low. Since both Barley and Tulliver had remained inside the tub on our trips, it wasn’t a concern. But Glenlivet insists on riding with his head in the slipstream right next to my leg subject to both wind and engine noise. While I cherish having that furry head in my peripheral vision, ears and jowls flapping in the wind, I worry about long term hearing loss.

In years past I’d subjected Glenlivet to doo-rags, ear muffs, and even a homemade contraption based on a training bra from Victoria’s Secret. All failed for various reasons. On this trip we gave EarPros a try. Made by RexSpecs, the same company that made his goggles, they consist of a pair of ear cups inside a pullover neck gaiter. Glenlivet tolerated them on training rides, but on this desert crossing I discovered a few shortcomings.

Touch is important to us and with the noise of sidecar travel making verbal communication impossible, I use hand signals for commands and touch to reassure. The therapeutic ear rubs calm him instantly, but with the EarPro in place his ears were covered and we lost that calming option.

Another concern was that golden retrievers, like all floppy-eared breeds, are prone to fungal ear infections. Fungi thrive in warm, damp conditions. I worried that having his ear flaps pressed against his head for prolonged periods during hot transits might lead to trouble. To counter that, I instilled a few drops of diluted

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vinegar in each ear canal at the end of the day, as yeast and fungi don’t do well in acidic environments. (In the Marine Corps we used drops of whiskey after long days wearing earplugs; I’m not sure that would be tolerated by dogs.) The one disadvantage of EarPros I couldn’t counter is that they covered Glenlivet’s throat.

While I can sweat, my dog can’t. I got around that on hot transits by periodically soaking his neck and throat in water so he could enjoy an evaporative cooling effect as we ride. With EarPros in place we lost that option. Reluctantly I set them aside for use only in cooler conditions. ***** As we passed through the outskirts of Spanish Fork, Utah, and stopped in the traffic of a construction zone, I heard a horn honking repeatedly. I looked around but saw nothing past the cars idling around us. Suddenly I felt a pounding on my spine pad. An extremely animated UPS driver was practically dancing with excitement.

“Are you Pete and Glenlivet?” he asked, pulling out his iPhone.

“My three little girls follow you on Facebook! Can I get a selfie with you both? It would make me the best dad in the world!” *****

Lassen Volcanic National Park

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BMW OWNERS NEWS | November 2021

After studying a map in the shade of a large tree at a visitor information center in Utah, I decided to change course. Our original plan was to cross Nevada on the Extraterrestrial Highway, but the lack of windbreaks (and fear of being probed) convinced me to take US 50 instead. That stretch is called “The Loneliest Road in America,” but compared to the unending flatness we experienced from western Colorado through Utah, I found it quite enjoyable.

The salt flats were broken up by low mountains, so every 20 minutes the crosswinds were interrupted by twisty mountainous terrain blocking the wind and giving us a chance to recover. It was a good decision.

At one summit about 60 miles from the nearest town, we came across two exhausted women on bicycles. I pulled over and offered to call for help when I had cell coverage, but they declined as finishing the ride was a matter of pride. They gratefully accepted half my ice water before pressing on. Glenlivet and I continued west and stopped for lunch at an ancient bar in Middlegate Station. The owner, upon hearing my dog’s name, welcomed us enthusiastically.

The wind finally died as we reached the mountains near the home of our online friends Eve and David which overlooks Lake Tahoe. Like me, they are avid supporters of research into the causes of cancer in golden retrievers, which is how we met. Five

days earlier while we were still in Colorado, Eve texted me asking what time I expected to arrive. Tongue in cheek, I texted back 2:28 p.m. As we pulled into their driveway, I glanced at the time and laughed. We were only four minutes off!

My new friends and I were chatting along the shore of Lake Tahoe early on a Saturday morning with Glenlivet and their two goldens swimming after ducks in crystal clear water when I suddenly felt the need to call my wife. She answered in tears at our vet’s office. Tulliver, my devoted gift of love, was dying. We had known he had multiple myeloma, a form of cancer rare in dogs. It typically progresses slowly in the form of repeated infections, usually pneumonia, coupled with osteoporosis that eventually results in fractures. I knew his days were numbered, but given its slow progression I felt he had enough wag left to make life enjoyable for several months to come. Unfortunately, it turned out he also had hemangiosarcoma, a much more aggressive form of cancer, on his spleen. The tumor ruptured and he was bleeding internally. Tamara held her phone to his ear as I poured out tearful words of love which would be the last he heard before crossing over.

The plan was to ride completely around Lake Tahoe, but as waves of grief washed over me, I realized my mind was not on the ride. Riding unfocused is not my style, so we went just a few miles north to Reno where my friend and former coworker Cate (and

her husband Mark) took us in and helped me cope with loss. Dog people themselves, they gently helped me process my emotions as did hundreds of well-wishers who had been following us on social media. To my surprise by that evening, I found myself laughing at memories of life with that big red dog. Tulliver would have wagged at the sound of my laughter and approved of Glenlivet’s rapt attentiveness to my emotions. ***** Halfway across California we entered Lassen Volcanic National Park, a fascinating landscape of pines, snow and steam vents.

Glenlivet completely ignored the scenery and headed straight for the snow! Our next stop was the coastline where Glenlivet met the Pacific Ocean at low tide in the seaside town of Trinidad. His busy nose worked a variety of new smells as he played tag with small waves, pried a crab from his whiskers, and discovered that when stepped upon, sea anemones squirt on offenders. Insulted, he lifted his leg and returned the favor.

Years ago, enroute to the Salem Rally, my first sidecar dog, Barley, and I looped through northern California, Oregon and southern Washington. That spirited dog was unimpressed by redwoods, but did enjoy swimming in a small, meandering river in Jedediah Smith State Park. He had also loved exploring the tide pools at Bandon

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Oregon, so it was in those places Glenlivet and I began scattering his ashes. We would go on to leave the ashes of that remarkable dog at several of his favorite locations: Lolo Pass, Beartooth Pass, Needles Highway in the Black Hills of South Dakota, as well as the Badlands. Glenlivet, sensing my emotion, would burrow into my arms at each stop and cover my face with kisses. ***** Aside from a brief bit of sunlight at Bandon, Oregon, our time along the Oregon coast was miserably wet. Time after time we’d pull into a scenic overlook where interpretive signs would point out what we were missing. The weather refused to cooperate, and we didn’t see a single lighthouse on this trip. Rain is a challenge when traveling with a dog. Glenlivet doesn’t mind being wet, but because the sidecar tub contains camping essentials, the ragtop is zipped shut in inclement Oregon Coast weather. That he does not like. Over our years of traveling together we agreed he would be allowed out for stretch breaks at every stop, no matter how brief. And so he demanded to be let out in the pouring rain of the Oregon coast long enough to be thoroughly soaked, then insisted on shaking himself only after he was back inside the shelter of the sidecar.

Soaked, we gave up on the coast and turned inland near Florence, heading east until the rain stopped near Corvallis. After drying off in a tiny motel we met up with my niece, Kate, and her husband Dan, then headed off to a restaurant to join my MOA online friend, Dustin, his wife Robin and daughter Victoria.

I hadn’t seen Kate and Dan since their wedding four years previously, and of course it’s always nice to put faces to folks you’ve only known online! The following morning Glenlivet and I crossed eastern Oregon on US 26, a much more scenic and enjoyable ride than US 20 had been the last time I was in the area. We passed through the delightful towns of John Day and Baker City, then turned left at Oxbow to find we had the entire Hells Canyon Reservoir to ourselves. Glenlivet played in the lake for hours, his wake sending ripples through the reflection of the arid landscape on the water’s surface. ***** Barley and I rode Lolo Pass in 2013, but haltingly as the entire pass had been a stop-and-go construction zone. Eventually we had given up, parking in a pullout and playing in the Lochsa River till the workers called it quits for the day. On this day I recognized that pullout from long ago and found a nearby campground with one unreserved site which Glenlivet and I quickly claimed as our own.

We scattered more ashes in the river before settling into our evening routine, Glenlivet curled up on my feet and a shot of his namesake single malt close at hand.

I thought, once retired, my sleeping habits would adopt a more relaxed state, but that hasn’t proven to be the case. At least, not yet. I lay in our tent in the pre-dawn of the following morning, Glenlivet’s

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furry head nestled in the hollow of my shoulder and listened to the murmur of the nearby river. While it will take several trips to revisit all the favorite spots in Barley’s 55,000 miles of sidecar adventure, time and the act of sharing a bit of him with those places he found so enjoyable was beginning to morph my sense of loss into one of warm memories. The love of a good dog leaves paw prints on the soul that never fade. I’m lucky to have had him in my life, and have the lessons he taught me transferred so seamlessly first to Tulliver, and now to Glenlivet. ***** Over the years I’ve plotted the location of town and city parks along the US highway system best suited for play and rest stops.

Most of them are east of the Rockies and include such amenities as mature shade trees, acres of grass for playing fetch, covered pavilions for rainy days, clean restrooms and in some cases even showers. Late one morning we pulled into one such oasis surrounded by farmland, parking on the side opposite a playground full of kids having a good time. I noticed one young girl intently watching us play fetch and called Glenlivet to my side as she approached.

“I’m Claribel,” she informed me. “Can I pet your dog?”

I appreciate when people ask permission. Some service animals are proactive, needing to remain absolutely focused on their humans; an example would be a diabetic alert dog. Glenlivet is reactive, and as such, some social interaction is fine as long as it is on my terms.

As the little chatterbox gently petted my dog, she poured out random tidbits of her life, including how her mother had recently been badly scratched on the face by their cat, Sophie, who was hugely pregnant and didn’t like to be picked up.

“I tried to tell her to leave Sophie alone,” she lamented. “She’s gonna lay kittens any day now.” *****

Glenlivet had been wrinkling his nose in disgust at my clothing for some time, so in Missoula I opted for a hotel with a hot shower and laundry facilities. At dawn the following morning I strapped the toppers to my side and top cases, the rig parked directly in front of the counter at the Super 8 in Missoula.

The motel didn’t have a luggage cart, so I walked back to the room to retrieve the last load of our belongings. In the scant minutes it took me to retrieve the gear staged in our room a thief claimed a topper containing my trauma kit, Glenlivet’s spare vest, hearing protection, several dog toys, and my iPhone (with many photos that had not yet been uploaded to the cloud). All had been snatched from the rig parked directly in front of the motel lobby.

The staff saw nothing. ***** We met Ron and Isabel, another long-time online friend and fellow sidecarist team, at the Lake Five Resort in West Glacier, Montana. Ron sadly lost his first sidecar dog about the same time I lost Barley to cancer. Over the years, we found we had much in common aside from our love of dogs, and meeting face-to-face at last was an absolute pleasure! The relaxed pace of the resort, coupled with his guided rides in the surrounding countryside, erased the bitterness I carried forward from Missoula. Two days

later we said our goodbyes as Glenlivet and I hooked around Glacier National Park to check out Gibson Reservoir on the Front Range.

The incredibly jagged Front Range stretched ahead of us as the sidecar rig slewed side to side on a bed of deep gravel. I considered turning around, but the view ahead held too much promise.

Glenlivet watched me, his big brown eyes full of confidence in my abilities. Before long the fresh gravel ended in a hard-packed dirt road. Past a few massive cattle ranches we went, eventually following a river that twisted between incredible spikes of metamorphic rock tossed up at crazy angles. Leaving the river we climbed a series of steep switchbacks, round a sharp curve, and found ourselves crossing a tall dam.

We’d reached the Gibson Reservoir. Off the beaten path and rarely visited by tourists, it was perfect for us! We took a dip in the refreshing water, then shared a packed lunch as we aired dry.

Adventure travel at its finest! ***** A strand of fur inside my helmet was driving me nuts! Fur is a fact of life when traveling with a dog. It’s simply impossible to avoid, and occasionally I resort to using a dental pick to pluck some out of every bit of Velcro I own. This particular strand was attached

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Glenlivet waded toward a basketball-sized rock protruding from the shallows of the Yellowstone River. One of his many quirks is his habit of pooping on top of objects; this often made picking up after him a challenge. He’d been on probiotics since a month before our departure, so his healthy gut generated Round Hard Turds (RHT), which are easier to deal with than Soft Soggy Turds (SST).

So far on this adventure I have cleaned up several bushes, a small barrel cactus, and one outraged tortoise. Sure enough, he balanced precariously atop the boulder and relieved himself several yards from dry land. I sighed resignedly and grabbed a poop bag. My dog—my mess. ***** Beartooth, a special place each of my sidecar dogs has visited, is always a powerful draw. Access to a couple of my favorite stops was blocked by construction this time, but we lingered at the summit while Glenlivet happily rolled in more snow.

An enthusiastic attendee at our seminar back in Great Falls tried to engage me in conversation as I spread more of Barley’s ashes. I hope the man didn’t think me rude or dismissive, but I was distracted, feeling the presence of that beloved dog.

We pressed on over Chief Joseph Pass, found no shaded sites at the Bighorn Reservoir campground; we followed ALT 14 into the Bighorns, where we found a nice spot alongside a clear stream.

Rally chow

to the inside of my chin guard in such a way that it tickled my nose. I tried blowing it out, opening my visor to sweep my fingers inside, and even raising the chin guard in the hope that wind would get rid of the offending fiber. No joy. I pulled over, removed my helmet and reached for my reading glasses to locate the offending fiber. Glenlivet wagged expectantly. We’ve pulled over; that means play time!

***** Post-rally, we rode Shell Canyon, checked out Ten Sleep Brewery, marveled at Devils Tower, camped in the delightful city park in Spearfish, South Dakota, meandered through the Black Hills, and rushed through Badlands National Park when the heat rose to uncomfortable levels.

***** Warm memories of sitting at the rally, surrounded by old friends I’d not seen in too long. Glenlivet, curled up at my side, would get up occasionally to see if the grillmaster had clumsily dropped yet another piece of meat. We’d checked out the vendors, attended a few seminars and given one (which Glenlivet slept through), and enjoyed several samples at the Brewfest in the company of happy people. The following morning we’d scatter like the wind, but for that moment we enjoyed the company of family and talked about the next gathering. ***** Beartooth

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Being rather smelly after a few days I settled into a motel in Custer and washed off several days of sweat and road grime. Later, Glenlivet and I were walking down the main street in search of dinner. As we passed a store with an outdoor display of coyote pelts, Glenlivet dropped to the sidewalk and cowered.

Something about those pelts had elicited an overwhelming fear response!

I immediately sat with him on the sidewalk, talking calmly and reassuringly, not sure if his reaction was to the scent of a predator or the smell of chemicals used in the tanning process. Whichever, it was something he needed to overcome. More patient reassurance. More gentle caresses. Eventually Glenlivet stood up to nervously walk at my side until we passed the gauntlet of pelts. Once clear, he was fine. After dinner I made sure we took a different route back to our room. *****

Devils Tower

We reached the summit of the Needles Highway in the Black Hills of South Dakota so early we had the place to ourselves. I savored the solitude knowing it would develop a circus flair once the crowds arrived. Parking the rig, we explored at leisure.

As cars started to arrive, I led Glenlivet into a familiar small clearing amid rocky spires. Years ago, Barley had been surrounded by adoring children in that cathedral-like location, soaking up all

the attention they had to offer. It was the perfect spot to scatter the last of his ashes, and as the last of them settled to the ground, six small boys rushed in, paused to respectfully ask if they could pet my dog, then showered Glenlivet with affection. In my mind’s eye I saw Barley grinning happily.

It was time to set a course for home.

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Riding

BMW’s new R 18 Bagger

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and R 18 Transcontinental

By Sam Q. Fleming #195185

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El Hefe was tearing into the intro guitar lead on “We Called It America” when the small 25-watt Marshall speakers in the front of the fairing were drowned out by a terrible cacophony as the pavement feeler on the left floorboard dug deep into Colorado State Highway 93. Never having ridden a motorcycle with a stereo system, I had failed to anticipate that my usual musical fare would be emotionally incompatible with the available ground clearance. Thumbing the Mode and Selector wheels on the left grip allowed me to disconnect from media Bluetooth from my personal device and to the included SiriusXM. “Yacht rock!”

Perfect, I thought!

These R 18s are heavy, kind of underpowered, and have some awkward controls. At the end of the day, none of that matters, because this is not a rider’s motorcycle. Anytime my sport riding brain, hopped up on NOFX and Colorado curves, began to cry out for trail braking and lean angles, I just had to take a deep breath and remind myself, “It’s a beach cruiser, not a downhill bike, don’t ask it to do things for which it wasn’t intended.”

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The R 18 weighs in at 759 lbs, the Transcontinental crushes the scales at 941. That’s 24% more weight before anything is put into the luggage. The single-plate dry clutch is the same specification on both bikes, but getting something that weighs 24% more moving requires, say, 24% more throttle and 24% more clutch slip. By the end of the day several of the Transcontinental clutches were starting to slip on the highway.

Addressing that is going to require 24% more surface area being added to the friction surfaces. Photo by Kevin Wing.

I was offered the opportunity to spend a morning riding the R 18 B (B is for bagger) and an afternoon on the R 18 Transcontinental. Both bikes are derivatives of the R 18 cruiser; however, these touring versions have a beefier frame with sharper steering geometry. The steeper head angle and additional frame material were required because both bikes have massive amounts of heavy accessories attached to the triple trees. The rider needs to turn the fairing, stereo speakers, running lights, flat screen, AND round gauges as well as the forks and front wheel. That is a lot of mass to swivel around for each turn.

Both bikes are powered by a low-revving 1,800 cc dual spark-plugged, push rodactuated, four valved, air-cooled flat twin with a single ride-by-wire throttle body.

Air-cooled engines have much greater rates of thermal expansion and require big clearances between things like the pistons and the cylinders, and the piston crowns versus the piston skirts. When those cylinders heat up, they not only grow in diameter, but they also grow in length, and as they do that, all the other engine

clearances change as well. Because of that, everything needs to be pretty loose, and because the cylinders can’t be counted on to shed heat consistently (like they could with a thermostat-controlled radiator), low power output is the name of the game.

With every revolution, one of those huge pistons must accelerate to its maximum speed, then decelerate to zero at the other end of the stroke. Piston speed, for consumer-grade engines, is pretty much a constant that should be exceeded only at one’s peril. As a rule, for a given displacement, the bigger the bore, the shorter the stroke, the lower the piston speed and the higher the redline can be. The R 18 is the opposite of that, having large (therefore heavy) pistons and a long stroke, which dictates a low redline.

The big bore means that each combustion event has a considerable distance for the flame to cover from one side of the combustion chamber to the other. The low revving engine gives it more time for each event to occur, but the dual spark plugs allow for the ignition to start on both sides of the chamber at the same time, cutting

the combustion time in half. In keeping with its retro vibe, the R18 is rocking pushrod valve activation. This allows a single camshaft with a single cam chain to sit over the crankshaft in the center of the engine block and push rods out to the heads to open the valves. Push rods don’t have the ultimate performance capability of overhead cams—but remember, this is a beach cruiser, so it doesn’t matter.

The rider’s throttle (or, in some cases, the radar-controlled adaptive cruise control) isn’t mechanically connected to the throttle body. This means twisting the throttle grip doesn’t actually open a throttle; it sends a signal to the engine control unit. If that ECU is within its parameters, it will open the actual butterfly to allow more air to flow to the intake tracts. The provided horsepower map shows the engine topping out at 91 horsepower at 4,750 rpm, signing off well below its 5,500 rpm redline. That suggests, like many modern noise/emissions-controlled bikes, that the ECU is not allowing the butterfly to remain fully open at high RPMs. This engine isn’t really about the

The Transcontinental has wind deflectors and a taller windscreen. Your correspondent, attired thematically and meteorologically appropriate in Vanson Leathers (JMVZ150 Jacket, PT Fire Jeans) found the Transcontinental’s air flow to be overly restrictive in temps above 65 degrees. Photo by Kevin Wing.

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horsepower but is instead tuned for torque, making 116 foot-pounds at 3,000 rpm. It sounds like a lot, until you divide that number by the weight and realize that the power per pound really isn’t that far off the last camshaft-over-crank BMW model, the 1969 R 69 S. The sloped gas tank and top-mounted pushrod tubes (the chrome things) are immediately familiar to any gray-bearded BMW enthusiasts who remember the R 50 to R 69s produced up to 1969. In 1970, BMW flipped the cam to under the crank, and the pushrod tubes were banished to the underside of the cylinders. Unlike the lightweight and lower-powered R 100s of the 1970s and ‘80s, the BMW R 18 B is very heavy at 877 pounds, and the Transcontinental tips the scales at 941. Despite the huge displacement and freer-breathing four-valve heads, the air-cooled bike barely has the power required to pull that ponderous bulk around.

These cylinders are massive. They are so big that BMW was a little cramped for space between the lower cooling fins and the foot controls above the floorboards, so

there is a short throw on the rear brake pedal on the right side and a heel-toe shifter on the left. Fortunately, the big cylinders required that the floorboard not be mounted too far forward so it was possible to still stand up over big bumps, or just to take a break from the helmet buffeting.

There are a few riding habits I have for street riding, all of which had to be set aside for these bikes. First, I usually do a couple of threshold braking moves on any bike I jump on to calibrate my brain for the vehicle. Threshold braking on the R 18s feels absolutely terrible. The front and rear master cylinders are linked, so applying the front also applies the rear and vice-versa.

Getting into the ABS creates a strange dynamic of slowing down, followed by the ABS module releasing the brakes, followed by the rear locking up briefly while the front shudders. “Beach cruiser!” I would remind myself as the tires screeched and the chassis juddered, and then resolved to never brake hard on the bike again.

These BMWs are heavy—really heavy.

One doesn’t feel the weight until one feels a

LOT OF WEIGHT all at once. This was most notable in gravel parking lot maneuvers. I usually use my rear brake to modulate against the clutch for slow speed maneuvers but given the tight clearance to get to the rear brake, the linked brake action, and penalty for getting off balance, I had to abandon that tactic for more clutch feathering and diligence. The big power pulses and a fair amount of drive line lash at parking lot speeds also encouraged slow speed discretion. A subtle historic nod to the R bikes of the ‘70s was that the seat didn’t really seem to be bolted to the sub frame and had a lot of sideways movement to it. This meant there was fair amount of movement in the whole bike at low speeds which made everything feel extra wobbly.

Lastly, when riding unfamiliar back roads, I usually keep a finger on the front brake lever so I can trail brake and dip the bike if a turn tightens up. The big BMW feels fine in a turn, but try to tighten up and you start grinding floorboards. It’s really best to just ride slow.

The big boxer is actually mapped to idle roughly so as to arouse the aural passions of air-cooled twin enthusiasts. Rather than the 180-degree even firing, the R18 is given a bleedy blahda lopping idle. Photo by Kevin Wing

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Sam Fleming has logged over 200,000 miles on air-cooled R bikes. That experience allowed him to ask informed, but unwelcome, questions of the official BMW technical representative about the recommended clutch spline lubrication intervals. Said interrogation did not lead to definitive answers. Photo by Kevin Wing

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The big twin starts getting pretty buzzy over 4,000 rpm but the power drops off over 5,000 rpm, so there isn’t really much point to revving the bike. The heel-toe shifter (push down with your toe to downshift, tap the rear lever with your heel to upshift) worked fine, and I speed shifted most of the upshifts.

Both the low windscreen of the B and the taller windscreen of the Transcontinental caused a fair amount of wind buffeting on my 5’10” mounted head, but I found that less was more for the fairings, and I preferred the open legs and lower windscreen of the B in the 70- to-80-degree air temperatures.

Admittedly, most of these complaints are really about the bagger form factor and not about BMW’s implementation of the genre.

Once I stopped trying to ride the bike, and instead embraced the experience of lazily drifting along through the Rocky Mountain foothills, the bike came more into its element. Want to hear the stereo better?

Slow down. Helmet buffeting in the wind?

Slow down. Floorboards grinding on the pavement? SLOW DOWN. Once slowed down, the rider is presented with a huge array of onboard entertainment gauges and controls. There are four round gauges across the top of the dash and a huge widescreen digital display.

The round gauges include a very strange Reserve Power Meter gauge transplanted from BMW’s other premium brand: Rolls Royce. It basically tells you how hard the engine is working. In the ‘70s this type of thing would have been a vacuum gauge, but this one runs off the fuel injection duty cycle and throttle opening. Despite my repeated attempts at baiting an official explanation, no BMW official would attempt to explain to me how a rider would use that information to make better riding choices. I’ll put it down to the same type of luxo-aspirational brand marketing of SCUBA markings on expensive watches.

The flat screen has got all sorts of displays to manage the Bluetooth-connected smartphone and the SiriusXM radio, monitor tire pressures, and display assorted other infotainment features. I found that I almost never looked at the round gauges except for the occasional glance at the tach and relied solely on the flat screen.

A heel-toe shifter is de rigueur for this market. Push down on the front to downshift, push down on the back to upshift. The R 18 transmission accommodated speed shifting without any ignition interrupt from the ECU.

There is an impressive and ornate array of round gauges, but most of the pertinent information is to be found on the 10.1" flat screen display.

Since the bikes I rode were both Premium models, they had the Adaptive Cruise Control. A small lever on the left bar allows the cruise control to be turned on, and by pushing it forward or backwards, the set speed could be adjusted by one mph increments. Since it is adaptive, it uses a sensor package in the front of the fairing to maintain a set following distance

(three distance presets are selectable with another button). Since a recent enduro crash ruptured some ligaments in my right hand, it was convenient on the ride to be able to set the following distance and then rest my right hand off the bar.

My very limited experience on cruisers has mainly been negative, as I like to be able to weight my feet over big bumps.

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However, these R 18s had their floorboards placed in such a fashion that it was comfortable to not only stand across the frost heaves or the railroad tracks, but it was also pretty nice to ride standing up a la adventure bike style. Standing up, there was no helmet buffeting and plenty of air flow.

Speaking of the buffeting, depending on your spine length and your desired cruising speed you’ll need to select the windshield height that works for you. Overall, I preferred the more minimalist coverage of the B as the Transcontinental was actually pretty hot in leathers on an 80-degree day. The Transcontinental had a louder wind resonance at 50-65 mph for me, but it was quieter than the B at both lower speeds and much higher speeds. I had the Transcontinental up to 100 mph at one point but, like a dog walking on its hind legs, it’s not really what it should be doing.

These R 18s are aimed squarely at cross-shopping Harley-Davidson riders. At our lunch break there were two groups of Righteous Bros with outlaw affectations of leather vests covered in patches denoting “Enforcer” and such. I approached one guy and asked him if he would ever consider riding a BMW. I was not surprised when he said no, but was startled when he said, “I really like my Honda VTX.” Having thought that I had learned my lesson about stereotypes, I asked the next gentleman what he was riding.

“Harley-Davidson,” he replied.

I felt my enthusiast’s norms had been reestablished, so I asked him if he would consider a BMW, and he soundly dashed everything I thought I knew about the bagger market when he replied, “I sold my KTM 1190R to get this Harley because the wife didn’t like the KTM. I’m not riding as much as I would like right now, so I think I’ll wait two years and get the BMW second hand.”

Sounds like BMW might have gotten their target market about right.

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A plush stock seat (above) provides rider comfort while the large fairing and windscreen (below) offer protection from the wind.

HNICAL DATA

Technical Data

R 18 Band R 18 Transcontinental

Engine

2-cylinder Boxer

Drivetrain

Shaft drive

Bore x stroke (mm)

107.1 x100

Displacement (cm3 / cui}

1,802 / 110

Compression

9.6:1

Torque (Nm)

158 (3,000 rpm}

Output (hp}

91 (4,750 rpm)

Wheel base

68.15 inches

Tire f/r

120/70 R19

180/65 816

Seat height (inches)

28.3 R 18 B

29 R 18 Transcontinental

Unladen weight (road ready, filled up} (lbs.) 877 R18 B Tank volume

941 R 18 Transcontinental

6.34 gallons

NDARD FEATURES

Standard Features

Standard Features

Anti-hopping clutch

Stainless Steel exhaust with chrome plated header

Cast aluminum wheels

Automatic Stability Control

Automatic Load Compensation

BMW full Integral ABS

Dynamic Brake Control

Steering Stabilizer

12v Socket

Electronic Immobilizer

Colored 10.25" TFT screen

Comfort Turn lndicaors

Cruise Control

On Board Computer

Riding Modes

Infotainment System

Keyless Ride

Dynamic Engine Brake Control

LED Auxiliary Lights (TC)

Fairing lowers (TC)

Engine Protection Bars (TC)

Floorboards (TC)

Seat Heating (TC)

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I Could Have Taken A Plane

By Jeff Shultz #212622

Near the Golden Gate Bridge.

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I

t’s not often a person gets to fulfill a lifelong dream and then love how it is accomplished. Recently, I completed my dream of seeing a large part of the United States from the seat of my motorcycle.

I’ve been a licensed motorcyclist for over 50 years, ridden thousands of miles and have visited many places in that time, but nothing compares to my cross-country motorcycle trip. A trip across the country required quite a bit more planning, and COVID delayed my planned 2020 trip for a year. I began my planning with a road map, laying my intended route to include points of interest along the way and visits to friends and relatives whose homes were a welcome rest area along the way.

My trip began on May 2 when I left Dillsburg, Pennsylvania, and headed south via Route 81 toward Knoxville, then heading west on I-40 which would be my highway through Arizona. Along this route, my points of interest included the Cadillac Ranch, just west of Amarillo, Texas, and then Albuquerque to stay with a classmate for a couple of days. Then, I planned to visit Arizona’s Painted Desert and Petrified Forest National Park, along with Winslow and then a three-day stop in Williams to view the breathtaking Grand Canyon. Since my father had been a railroader for 43 years, there was no way I was going to miss out on the train ride from Williams to the Grand Canyon.

From Williams, I rode to Hoover Dam and visited my cousin in Las Vegas. Then, I rode across the desert to Simi Valley, California, to stay with my brother for several days. Once there, my brother and I ventured to Yosemite and Sequoia National Parks. Departing Simi Valley, I rode north to Monterey for a couple days and then continued across the Golden Gate Bridge to Yreka, California.

From Yreka I rode to Crater Lake where I was greeted by two feet of snow, but fortunately none was on the road—thank goodness for electric gear. From Crater Lake I rode east to visit friends in Boise, Idaho, where my friends took me on some back country dirt roads to view some of the most spectacular rock formations I’d ever seen.

A few days later, I headed off for Yellowstone National Park where I found even more snow. After spending a short six hours in the park, I rode on to Cody, Wyoming, and spent the night in Spearfish, South Dakota. The Spearfish Canyon Scenic Byway was a must-see as is Deadwood and the infamous Sturgis. While Sturgis was eerily quiet awaiting the Biker Festival, I did visit a Motorcycle Museum there. Being in the area, I could not miss seeing Mt. Rushmore and Crazy Horse National Monuments.

From there, I headed south to Denver for a day or so with a cousin and then to see another cousin in Colorado Springs for a few days.

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Then it was north and east through Nebraska to Anamosa, Iowa, and the National Motorcycle Museum. I have seen this museum on TV several times while watching American Pickers and since I had to ride thru Le Claire, Iowa, I had to stop at the American Pickers Store.

From Le Claire, I rode to Anderson, Indiana, and visited my mother-in-law and after one more two-day rest stop in New Richmond, Ohio, to visit my brother-in-law. That would be my last stop until I returned to Dillsburg.

Seeing the sights I did from the seat and freedom of my motorcycle was very special. Along the way I encountered severe rain, high heat, wind, animals (deer, prong-horned sheep, elk, and buffalo), sleet storms, temperatures below 35 degrees, and even snow. I met so many kind and interesting people during my six-week, 8,000-mile journey and made memories that will last my lifetime.

Vacations come in various lengths and destinations. I am happy that I had the opportunity to complete my bucket list adventure. A song that echoed in my mind as my trip came to an end was “America the Beautiful.” This truly is a beautiful land.

Top, Interesting scenery found along the road.

Middle, There's no place like Kansas!

Bottom, In Anamosa, Iowa, to visit the National Motorcycle Museum.

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A mountain waterfall.

Crater Lake.

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The Anxiety Lockup AND MOTORCYCLE RIDING

By Dustin Silvey #224778 T his weekend is a big one for my family. My wife Janel will be taking her motorcycle road course in Vancouver, British Columbia.

Once she completes the course, she will be able to ride with me at any speed (legally within the limit of course), and we will be one step closer to our long trip headed south. One problem: Janel suffers from severe performance anxiety.

I am sure a lot of riders are like me: “Something new!? Count me in!” A new challenge is something to be excited about—especially learning to ride a motorcycle. The adrenaline pumping through our system the first time we sit on a motorcycle or learn to countersteer is exhilarating, as is finding the rush riding some different terrains by ripping down forest service roads or even some single track. This is what it is all about for some of us. But what about those individuals that suffer from fear taking over? Such debilitating anxiety can make those individuals unable to move, let alone ride.

Before he and his friend ruined Game of Thrones, David Benioff had a great quote in his novel City of Thieves: “Cowards and insomniacs, my people, are plagued by babble on the brain.”

Basically, a lot of anxiety is created by overthinking, and this leads to inaction. Individuals with anxiety overanalyze almost every situation, usually leaning towards what could go wrong rather than toward what could go right. When something does go wrong, no matter how minor, this acknowledges their thought process toward the negative, leading to more negative thinking.

As an example, Janel was feeling nervous about the on-road part of her course and suggested we do a road ride. She had already spent about five hours riding around a parking lot over several days, not only learning how to control the motorcycle, but also how to shift gears (she had never driven a standard before sitting on a motorcycle). When we hit the road, she kept missing the shifter or revving the engine because she was forgetting to let off the throttle. Gradually, each mistake added to her anxiety until she finally reached a tipping point where she just shut down. In my side mirror I saw her move over to the shoulder of the road. I pulled up beside her and saw the terror in her eyes. She told me to go get the car and she would wait; she was completely locked up. As each of those small mistakes accumulated in her mind, her mental focus got worse and worse until her anxiety made her completely frozen, leading to her making the correct decision to just pull over.

November 2021 | BMW OWNERS NEWS

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To be clear, it is not like I threw my keys at Janel and said, “Here you go.” We bought Janel all the best riding gear (far superior to mine, I would like to point out) and started at pushing the bike around the parking lot. We took our time; this was no sink or swim learning experience. I hoped that this slow pace would help her anxiety ease. She did so well in the parking lot—she never dropped the bike once and the cones were a joke to her—I thought a road ride would be easy. What I didn’t realize was she was juggling not only learning to ride the motorcycle, but also the weight of our entire expedition.

When Janel suggested she would be interested in riding a motorcycle, I was ecstatic. My first thought was that we could ride together all over the world, just me and my wife. How awesome would that be? Then I came up with the bright idea of riding to South America in 2022. To help with the timeline here, Janel had not even been on a bike at this point, and I was already discussing a cross-world trip, not only with her but also with several of my sponsors. I didn’t even consider the amount of pressure I was putting on her to learn to ride. Not only did she need to learn to ride a motorcycle, but she needed to do it now, and do it well, all so

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we could go on the adventure of a lifetime. No pressure, right?

Over the past two weeks we have gone through several episodes where Janel’s anxiety has taken over and she has decided she just doesn’t want to do this. We sit and discuss it, and then she gets back on the horse (the motorcycle). With her course coming up now she is nervous, but doing her best to think positive. She wants to be able to ride the motorcycle; she is just constantly worried she can’t, even though she already has several times. She already knows she can ride the motorcycle, but she continually convinces herself she can’t. Her fear of the motorcycle leads to anxiety, which leads to her overthinking what can go wrong, instead of focusing on what has gone right. The question now becomes “How can we support people like Janel so they can enjoy the freedom of riding a motorcycle?”

Flegal and Anerson (2008) and Lo, Hatfield, Wu, Chang, and Hung (2019) demonstrated that overthinking a simple task such as putting in golf can seriously impair motor control and performance, and lockup like what happened to Janel is not all that uncommon. One of the most common suggestions on how to avoid overthinking is to “just do.” The idea of psyching yourself

out is very real; the more you think on an action the less likely you are to do that action. I am sure most of us have heard the saying “Those that do can’t teach, and those that can teach can’t do.” This has been shown to be linked to the idea of overthinking; great coaches/teachers are always thinking, while great athletes/students are always doing. Other researchers have also shown that the more difficult and/or complicated the task, the more likely someone is to overthink it. I am sure we can agree that when we first started learning to ride a motorcycle, it was complicated. With learning a new, dangerous—and as stated—complicated skill such as riding a motorcycle, just doing can not only be difficult, but also dangerous.

One of the most current and popular methods to deal with anxiety (outside of medication) is Cognitive Behavior Therapy (CBT). CBT tries to modify the behaviours that lead to problems in our everyday lives. Anxiety is something we learn. Think about that! Individuals are not born with anxiety, but have learned it from watching others respond to situations. What they have learned is to link negative interactions to thoughts of negative self-worth and the inability to succeed at a given task (Juslin & Sloboda, 2011). The result is failure and a self-fulfilling prophecy, which creates future anxiety problems. CBT works to unlearn anxiety riddled responses and instead replace them with positive responses.

CBT works in several steps. First, a person needs to identify the fact they have anxiety (seems like admitting you have a problem is always the first step). Next, when the same person is having negative thoughts, they need to work to identify those thoughts.

For example: Janel kept convincing herself she couldn’t ride the motorcycle, even though she had already done so several times. If she could identify those thoughts as just anxiety rather than reality, it can make it much easier for her to move forward. Finally, our anxiety-ridden rider will try to replace those thoughts with realistic thoughts (Stewart & Chambless, 2009). For Janel, instead of getting to the point of “I can’t ride the motorcycle,” she needs to think something like “I have ridden the motorcycle already, and although I am not perfect, I can do it.” This all sounds great, but it takes a lot of practice. Some people can do it on their own and others work with CBT specialists to ease the symptoms of their anxiety.

Everyone has to find their own way through their anxiety. CBT works for some, others use medication, some find talking to people helps, and some are just able “to do,” which alleviates the overthinking. Lastly, some people never get over their anxiety.

However, if you are someone who suffers from anxiety, there are options. Like many things, people on an anxiety journey are all trying to get to the same place; however, they all will take their own route.

Many of us have people in our lives that suffer from anxiety, and of course, we want to help them find a healthier mindset. This is not only for their own sake, but so we can take them on the trip of a lifetime across the globe.

References: Flegal, K. E., & Anderson, M. C. (2008). Overthinking skilled motor performance: or why those who teach can’t do. Psychonomic Bulletin & Review, 15(5), 927–932.

Juslin, P. N., & Sloboda, J. A. (2011). Handbook of music and emotion: theory, research, applications. Oxford University Press.

Lo, L.-C., Hatfield, B. D., Wu, C.-T., Chang, C.-C., & Hung, T.-M. (2019). Elevated state anxiety alters cerebral cortical dynamics and degrades precision cognitive-motor performance. Sport, Exercise, and Performance Psychology, 8(1), 21–37.

Stewart, R. E., & Chambless, D. L. (2009). Cognitive–behavioral therapy for adult anxiety disorders in clinical practice: A meta-analysis of effectiveness studies. Journal of Consulting and Clinical Psychology, 77(4), 595–606.

November 2021 | BMW OWNERS NEWS

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I Forgot

By Molly Milroy (“Mrs. Subjective”) Last week was the first time I rode on the back of a motorcycle in more than ten years. It was the first time I rode with my husband, Aerostich’s “Mr. Subjective,” aka Andy Goldfine, whose life revolves around the activity, or what he would call “a social good.”

In my years of knowing him, he has talked more about motorcycling and the benefits of motorcycling than anything else. The first time he launched into a monologue about riding I thought he was a bit off, even a little weird. Who was this guy, so passionate about motorcycling? I already knew he was a philosopher.

That is one of the main attributes that drew me to him. But I didn’t understand his drive (pun intended). I was intrigued.

Throughout the years, I have heard him talk about these beneficial factors to countless people, including friends and family, strangers, and more. And he’ll talk about it anywhere. At a dinner party. On the airplane. Even at our wedding.

So, when we headed up Highway 61 in Duluth the other day, I knew that I was in good hands. But I was still a little scared. It had been so long since I had been on a bike, and even though I have my motorcycle license and owned my own motorcycle once, I hadn’t ridden in ten years. And I forgot.

During our ride, I was surprised how quickly I went from feeling scared to feeling alive, calm and more in tune with the present moment. It dawned on me that I had forgotten so many

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things about motorcycling that I liked, the ones that drew me to get my own license eleven years ago.

I forgot what it felt like to see the world from a new perspective, one without windows intercepting my vision.

I forgot what it felt like to notice things on the streets I have driven down countless times. Moldings on buildings. A lady sitting on her front porch step smoking a cigarette. The child learning how to ride a bicycle.

I forgot what it felt like to feel the wind push against my body.

I forgot what it felt like to fly.

I smelled the fresh spring flowers and the fresh spring rain which had just come down earlier that day. So much freshness is not something you encounter when sealed in your car.

I connected. I smiled at people. The elderly couple at the stop light next to us. I waved. She waved and gave me a little grin. The younger couple at the stop light on their way home smiled and looked at us a little quizzically. I even stuck my hand down to wave at another biker as we passed in opposite directions.

I also connected with my husband. Feeling my body press against his. His left hand patting my left leg, letting me know he was thinking of me.

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I tasted freedom and the fresh Lake Superior windblown air.

I heard.

I heard the sound of the bike rumbling against the pavement. I heard the birds chirping in the trees. I heard the wind as it brushed against my helmet.

At one point he said, “We’re whimsical.”

I liked that.

I had forgotten all of these things and that short ride up Highway 61 reminded me and solidified everything he’s been telling me about riding since I met him—motorcycling as a human and a social good.

It brings us closer to others. It gives us better awareness of our surroundings. It helps one to see more details and to be always aware. It makes us better all-around citizens and car drivers. How one can connect with others, and oneself, easier.

And how motorcycling can bring one to the present moment, experiencing all the senses at once, in a new and transformative way.

All these attributes make me a better car driver. I am now even more aware of those around me, looking out for others who are not in cars: motorcyclists, bikers, walkers, etc. Motorcycling is a solo activity, but one which connects one to others in a profound way.

I don’t love motorcycling the way Mr. Subjective does. I probably never will. But I have tasted a new sense of freedom within, and I want more of it.

It’s been five days since we first took that ride together and on three of those days, I’ve asked him to take me again. I have drunk the Kool-Aid. There’s no going back, and I’m a better person for it.

November 2021 | BMW OWNERS NEWS

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WHY TAKE A MOTORCYCLE TRAINING COURSE? YOU HAVE PROBABLY BEEN RIDING MOTORCYCLES FOR A LONG TIME AND CONSIDER

By Steve Martin #69767

yourself a safe rider. It is likely you practice safe riding, but as you age, your reaction times increase, which increases your risks. We all know motorcycling can be risky, but for us, the rewards outweigh the risks, and we continue riding year after year. If you’re doing it without occasional training, you’re missing a critical opportunity.

Fortunately, slower reaction times can be offset with proper training and more practice, which combine to improve your riding skills. Most training is focused on developing and maintaining muscle memory or establishing correct muscle action by instruction and reinforcing those muscle actions so that when the need arises, those actions are second nature. In other words, you don’t have to think about what to do—you just do it.

Numerous motorcycle crash studies show most motorcycle accidents are single vehicle crashes. In many of these, the motorcyclist simply does nothing to avoid the crash. This might be an indicator of an increase in reaction times and the absence of muscle memory needed to avoid or prevent the crash. Some training organizations claim motorcycle riding is a perishable function and if you do not use your skills and reinforce the actions, you will lose the ability to execute.

If safety training reinforces our muscle memory to act to avoid or minimize a crash, then it stands to reason that safety training is key to crash avoidance and becoming a safer motorcyclist. Why then are rider training classes not full of riders wanting to develop muscle memory?

The National Highway Traffic Safety Administration issued a statement indicating motorcycle rider education and training comprise the centerpiece of a comprehensive motorcycle safety program. The challenges are to get motorcyclists to take training and to keep quality rider training affordable and accessible to all interested parties.

Enter the BMW MOA Foundation! The Foundation raises funds to promote and provide motorcycle safety training opportunities through grants to individuals and groups. The Paul B. Safety Training Grant for individuals provides up to $250 for the individualized training of your choice. Additionally, a newly created fund provides Group Training Grants for clubs, allowing larger groups to engage the trainer of their choice to fit the group’s needs. The Foundation Board is actively working to find new ways to provide safety training along with options to learn more about motorcycle safety training programs near you.

Would you like to be a safer motorcyclist and experience more fun in your motorcycling next year? Consider taking a safety course that will provide the safe, confident, fun experience (and muscle memory) that makes motorcycling the best for you. Apply for a Paul B. Training Grant online at bmwmoa.org/paulb or develop a group request and send it to the Foundation through the website.

The Foundation has a simple agenda to see that every rider is trained. Help us achieve that vision in 2022 by taking the rider training course of your liking to improve your muscle memory and become a safer rider. The Foundation can help make quality rider education affordable, but as the NTHSA indicates, you are the biggest hurdle to rider safety, education and training

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Exploring Limits with Reg Pridmore at VIR

By James Carlisle #196730

“Even more important, I developed an attitude of lifelong learning and improvement. Motorcycling, I realized, was something I could be better at but never completely master. No one ever can.”

— Reg Pridmore, three-time AMA Superbike Champion and AMA Hall of Fame IN THE ETERNAL QUEST TO BECOME A

safe and skilled rider, there are few more effective methods to up your game than to seek out a variety of excellent coaches and schools. One such school is Reg Pridmore’s California Leading Advanced Safety School, better known as CLASS. On September 20th and 21st, CLASS was held at the Virginia International Raceway (VIR). Since CLASS is conducted on racetracks, some participants arrive expecting a track day experience, while others may be frightened away or intimidated. Most street riders never think of spending a day on the track because they

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BMW OWNERS NEWS | November 2021

don’t see the benefit. For the longest time, I was a member of that group, but to truly develop skill we need a safe and secure area to practice where we can eliminate or mitigate as many risk factors as possible.

Only on a track can you practice the same corner hundreds of times while making incremental changes to see how to best exert precision and control over your motorcycle.

The advantage of the track is that it is a known quantity. It does not change or throw surprises at you. It can be memorized. At VIR, we learned instantly that turns 1-4 were left-right-right and then left

into a sort of straightaway. Even when you could not see around the corners, you knew what was next. There is more room for mistakes on exiting the corners on a track because there is no oncoming traffic.

If something goes wrong on a racetrack, there is much more runoff and landings are softer, if needed. I decided to give CLASS a try.

Upon arrival, the first greeting is Tech inspection. For CLASS, the bike must have fresh tires, no leaks, good brakes (pads cannot be worn out), and the taillights, mirrors and speedometer must be taped over. The student needs a one- or

two-piece riding suit, a full-face DOT helmet that is less than five years old, gauntlet gloves, and over the ankle riding boots. That’s it. Well, you also need an open mind.

There are always folks who feel they have nothing to learn, and this time was no exception. They did learn by the end, but had they started with an open mind; they would have gained so much more. The inspectors are helpful and accommodating.

for. Add in the professional coaching and guidance provided by Reg and his team of coaches including his wife Gigi, and everyone experiences the perfect, safe, respectful and ego-free environment to hone all aspects of being a safe and skilled rider.

In alternating increments of 20 minutes each, the advanced riders, who have done a school at this venue before, take to the track while the first-timers discuss

Author left and above rides VIR. Photos by Bob Hartman, eTechPhoto.com

As the first impression of CLASS, the coaches do a great job of making everyone feel welcome right away. And everyone is welcome, including one of our newest MOA Members, Ron Pike (#226415), piloting a brand-new K 1600 B while wearing a two-piece textile riding suit as well as the guy riding a track-only HP4 Race in full custom Helimot Race Leather.

CLASS is not a track-day experience.

There is no racing, but passing is allowed on the outside with lots of room. Don’t think for a moment that the folks who came expecting a track day left disappointed. VIR provides all the opportunity for speed and track time they could hope

concepts in the classroom or trackside.

Regardless of which group you are in; you get hours of track time.

While in the classroom, each lesson has a theme or focus, but some themes are universal. Being smooth, maintaining constant focus and seeking precision are the universal themes. To be smooth, focused and precise, we all had to slow down. From my Army time, I learned that “slow is smooth and smooth is fast.” Reg did not use those words, but he might as well have. As we all slowed down to achieve perfection, a funny thing happened. Our lap times began decreasing rapidly. Our speeds were coming up.

Instead of five laps per 20-minute session, we were doing eight laps or more. Each classroom session added another tool to the kitbag, including “Body Steering,” higher RPM, brake/throttle (“rocking horse”) technique, and different cornering lines. With each tool added, the ego-free message was the same from Reg and his fellow coaches.

“Here is something else you can try that I have found really works. I would like you to go out on the track and try it and see what you think.”

Before you know it, you are back on the track, trying out the newest recommendation. The coaches are out there with you observing, demonstrating, advising and making themselves available to help. Reg reminds us to seek out one-on-one coaching at the end of each classroom session if we want it. We had perfect weather on Day 1 with clear skies and about 75 degrees. Day 2 brought cooler temperatures and rain.

Wait! What? Does CLASS continue in the rain? Isn’t that unsafe? Like all the offered techniques, rain riding was just something else to try. The coaches asked us to give it a try if we felt comfortable. I have spent a lot of time street riding in foul weather and looked forward to searching for smoothness on a racetrack in the rain. I followed the aptly named coach, “Slippery,” onto the track and mimicked his lines, power and grace to the best of my ability. We did seek out the edge and felt the tires begin to slip, but with his help, I clocked my best lap time of the two days while riding in the rain. Most students saw triple-digit speeds, went faster, leaned farther, and braked harder than ever before. There were no injuries.

After two full days of track riding in rain and shine, everyone who began on Day 1 was still riding at the end of Day 2. That is a safe riding school.

Ron Pike and I can’t wait to return next year or attend another venue. I hope to see you all out there too.

November 2021 | BMW OWNERS NEWS

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DISPATCHES

FROM

THE

EDGE OF

CALIFORNIA

Trona Pit Stop

By Don Bartletti #220547 THE FIRST SERIOUS PIT STOP ON

my 2,135-mile ride around California last summer was a comfort break in Trona, a few hours from home. I kicked the stand down at the E-Z Serve gas station, where the price looked right but the service was lousy.

In a matter of seconds, I took things into my own hands and zipped towards one of those men-only roadside restrooms that face away from traffic and the “door” is always open.

There aren’t many other reasons to hang out in this Mojave Desert sand trap. As if to rub it in, the 25-mph speed limit on the main drag becomes a slow-motion drive-by of dilapidated buildings seemingly begging for snarky photo setups just for the fun of it.

In all fairness, Trona shouldn’t be defined only for the decay on the side of the road. The company town is aptly named for the mineral-rich muck that the Searles Valley Minerals company pumps from the ancient lake beyond the abandoned gas station.

The Trona beneath the bleached crust is chuck full of profitable stuff like sodium carbonate, borax, sodium sulfate and lime.

There’s a price to pay for steady work in this company town. When a scorching desert zephyr wafts over those chalky flats, the whole place smells like a restroom with the door closed.

Don Bartletti has owned his 1977 BMW R 100/7 since it was new, and whether riding with friends or alone, his constant passenger has been a camera. Bartletti was awarded the 2003 Pulitzer Prize for Feature Photography for his six-part photo essay about Central American children clinging to the backs of freight trains that crawled their way north through the length of Mexico. Survival on “The Beast” came only to the brave and the lucky. “The Roads Most Traveled” is a collection of Bartletti’s most revealing documentary photographs and can be seen at donbartlettiphotography.com.

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BMW OWNERS NEWS | November 2021

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JACK

THE

RIEPE

My Secret Thoughts About BMW R Bikes…

By Jack Riepe #116117 THE BMW R BIKE IS

the iconic Teutonic motorcycle, a machine held synonymous with understated elegance, austere mechanical presentation, and a reserved sophistication —in the minds of the enduring two-cylinder, world conquest horde. And they are not shy about it.

In my own, quiet way, I agree.

When one envisions a BMW motorcycle, it is always an “R 75/5,” a “Toaster,” the mighty “GS,” or some variant of these—always with the venerable boxer cylinders sticking out the sides. This is the BMW image known in posh showrooms throughout the industrialized world, on the boulevards of monied cities, and from the steppes of Mongolia to the steaming jungles of the Amazon.

No one ever dreams of riding another BMW bike. Certainly not in the beginning, and never a K bike. The K bike is an acquired taste, like the breakfast negroni.

Like the quiet brunette with the blackframed glasses and the clunky shoes, and like post-coital room service sushi in a five-star hotel at 3 a.m. These things must be experienced like a low altitude exit from

BMW R nineT models.

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BMW OWNERS NEWS | November 2021

a flaming aircraft at high speed before gaining a toehold in a rider’s consciousness.

While BMW is alleged to make a number of motorcycle models, the cult-like two-cylinder horde remain unswervingly loyal to an engine design that set the industrial evolution spinning with the introduction of the R 32 in 1923. The R 32 developed a roaring 8.5 horsepower and had a top speed of 59 mph. That was faster than the milk train from Darmstadt to Bütelborn, the speed threshold of all German motorcycles back then.

“Brutal innovation” were the only two words precise enough to describe the R 23’s impact on motorcycle society. Twin, horizontally opposed, walnut-sized cylinders stuck out of the engine (sideways) for enhanced cooling. The camshaft and the final drive shaft headed in the same general direction for a minimal loss of horsepower. The motor used a recirculating wet sump oil system for lubrication when other motorcycles of the period relied on a total loss oil system. BMW stuck with this design until 1969 (big surprise). The eventual oil loss system was popular with British and American-built motorcycles through the same period, with equal amounts of lubricant converted to smoke or displayed on the garage floor.

The red-hot styling of the R 32 (with its triangular gas tank) matched the Roaring Twenties in Berlin, one of the great party capitals of Europe. Other motorcycles of that era appeared to have been designed by various orders of Catholic nuns, to be primarily used for delivering telegrams.

BMW bikes were the preferred face-to-lace machines after midnight in Berlin.

The R 32 not only raised the mechanical moto bar, but also influenced social behavior. Early BMW R bikes sizzled like jazz and could be found cluster parked outside cabarets featuring topless singers, female impersonators and tattooed midgets, all moving to a jungle-like beat.

(I’m probably going to jail for those last two phrases.)

BMW riders of the ‘20s defined social fashion, sporting knee-high leather lace-up boots, leather enhanced riding jodhpurs, and form-fitting aviator style leather jackets, complete with matching headgear.

Many had pencil-thin mustaches that were drawn on, and those were just the women.

The classic R bike of today can trace its roots to the 1950s, when BMW emerged as one of the top dogs in European motorcycles. With the introduction of the R 69, the classic jugs grew to 600cc, producing an astounding 35 horsepower, with a top speed of 96 mph. Design features on the

bike added a strong dimension, from the pragmatic to the austere, making it popular with rural librarians committed to Amish outreach. This model was manufactured from 1955 to 1960.

The R 90S cornered the market for unparalleled motorcycle styling, performance and visual appeal with amazing paint schemes in the early to mid 1970s.

This was merely the prelude for the 1980s, when the first mighty GS model was rolled out of the zeppelin hanger in Stoltzgardt and launched like a ship. It was now possible for the TCWC horde to traverse the most impassable places on earth on a 4,000-pound dirt bike. The planet trembled.

Modifications to the horizontal Boxer engine, once regarded as heresy, were inevitable. Environmental considerations, pushed by testosterone-driven horsepower demands, sought a combination aircooled/oil-cooled variant, followed by oil cooling and finally the most advanced form of engine cooling control, a totally water-cooled design copying K bike engines.

It is unfair and demeaning to compare the timeless BMW R bike to the K bikes barely represented in this very magazine.

K bikes are featured in BMW Owners News almost as a painful afterthought, reflecting the influence and power of the two-cylinder world conquest cult. But I am writing this column to set the record straight.

There are some things that R bikes can do that K bike simply can’t.

R bikes can be steampunked to the point where they look like a Jules Vern concept of a nuclear device. I have seen more than a few of these works of art tastefully posed with ladies wearing apocalyptic riding gear and have thought, “Damn, I wish I had one of those.” I felt the same way about the motorcycle, too. Steampunked K bikes look ridiculous.

R bikes elevated to café racer status are

hot. Stripped down, largely naked and equipped with Spanish Inquisition-style single seats, these machines scream masochistic roadway domination. Many R bike café racers line the seats with inexpensive chuck steak as it is thoroughly tenderized after a screaming 50-mile run.

K bikes flipped into café racers generally look like they’re in pain, and one’s first reaction is to put them down.

R bikes look great with sidecars. That basic 1930s Grapes of Wrath look, an integral part of every R bike soul, lends itself to hauling around the trademark of proletariat transportation. Sidecars are a big thing with R bike riders, who use the extra space for camping gear, farm animals, hot dog stands and occasionally, slightly disoriented women. I have seen a number of K bikes with sidecars, a few of which look cool, but mostly not.

Nothing beats a BMW R bike for Friday night birth control.

Now the world is once again holding its collective breath as the largest Berlin Built Two-Cylinder R-Asaurus reacquaints riders with Teutonic “retro.”

This 1800cc behemoth combines modern technology with all the quaint aspects of the historic R bike line. A single reactive LED headlamp also houses a highly simplified instrument cluster. This includes a tiny gear shift indicator window and a digital readout of gas consumption, mileage, the temperature of the air in the tires, recommended heating temperatures for chuck steak, and (get ready for it) a tach. The new BMW R 18 regards a tach as “somewhat superfluous.” Then again, the bike develops a raging 91 horsepower at four grand on the clock. At four grand, K bikes require smelling salts. (Note: the BMW R 18 Transcontinental has a tach in the cluster.)

This new retro look is even getting to dedicated K bike riders. At press time, I

BMW R nineT.

November 2021 | BMW OWNERS NEWS

77

JACK

THE

RIEPE

received a call from Jim Knepper, a committed “K-Zar” with a gorgeous K 1200 S, a lightning bolt encased in a collection of French curves. Nothing sticks out the side unless it is the rider’s knee, a hairsbreadth from the pavement in a tight curve. Jim’s call caught me like an unexpected notice of divorce.

“Jack, I wanted you to hear the bad news from me, before you read it on a bathroom wall someplace,” said Knepper. “I traded the K 1200 for another bike this week…”

I held my breath.

“I got a new R 18,” said Knepper, using the tone of voice closely associated with announcements of a romantic entanglement with a sheep. “The dealer offered me an unbeatable price and I took it.”

“They paid you?” I asked.

I have previously written that motorcycles are the most animated of inanimate objects, with a few bikes even achieving the level of having a soul. Knepper brought his aging K 1200 RS to the dealer for service, only to be told that the bike’s soul would have to be replaced, a part costing $14,000.

He got the new R 18 for less than that, as it was a first edition demonstrator. The mileage was really low as the machine was demonstrating the benefits of pre-chewed cottage cheese to a local R bike club.

Knepper had nothing but praise for the R 18’s performance. “It certainly is powerful enough, provides a smooth ride, handles great in the curves, has a low center of gravity, and torque to spare,” he said.

How much torque? According to Knepper, carelessly twisting on the fly-by-wire throttle will unleash a torque monster capable of knocking the rider out of the saddle at idle.

“We are talking about Harley-Davidson type torque here,” said Knepper.

Comparing the R 18 with a Harley-Davidson is not unreasonable and was

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BMW OWNERS NEWS | November 2021

probably part of the design and sales strategy. Knepper’s bike has three acres of chrome on it, covering the cylinder heads, the period piece megaphone exhaust pipes, and the connectors between the cylinder heads and the fuel and air sources.

“So, are you ready to spend hours after each ride polishing the stupid chrome?” I asked.

There was a long silence, and Knepper replied that he would hire somebody local to do this for him.

The bike also has a reactive headlight, with that haunting Fresnel look about it.

Knepper has since confessed he is looking for a low-mileage K 1300. “I can’t get that story you wrote about the insurance actuary riding through the Rockies out of my mind. That was true, right?”

My smile reassured him.

For the most part I think the R 18 is beautiful. The reader must remember I get aroused looking at pictures of the Pennsylvania Railroad’s GG1 locomotive, designed

by Raymond Loewy in 1934. Both have that massive Art Deco look about them.

There are four variants of the R 18, including one with a-hole ape hanger handlebars. If I were thinking about one of these, and I am not, mine would have black handlebars, black cylinders, black cylinder heads, and black exhausts, with a black body and a license plate that read, “Lestat.”

The R 18 is not the most beautiful R bike I have ever seen. That distinction goes to Steve Pelletier’s 40 Years Anniversary R 1250 GS Adventure. Steve’s bike is a unique shade of black, with spectacular highlights known as “jaundice yellow.” Complete with gold rims and a reactive headlight (that follows the rider around in a dark garage for a complete Teutonic mind control), this is a manly motorcycle. And it is loaded with NASA-inspired riding effects.

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Both the rider’s seat and the pillion position are heated, as is the rider’s wallet, keeping money flexible at all temperatures for easy transfer. The piano cases on the back are strictly stock, but topped with Tech Spec mats, which are trés cool.

Even this level of admiration is subjective. The most appealing R bike I ever came across was a GS with Canadian plates on it, surrounded by a crash cage, with crash cage receptacles carrying extra gas cans behind the piano cases on the back. It had a fire extinguisher, a bear hide drying rack, and a protective denture tray. What was beautiful about it? It looked sensationally dystopian. I met the owner, who was justifiably proud, and we chatted.

“This bike is so beautiful, I could never take it on a dirt road through Alaska,” I said.

“Neither could I,” he responded. “Help me load it on my trailer, will you?”

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Character

By Mark Barnes, PhD #222400 MY OLD FRIEND BRUCE

was in a jam. He’d arrived in Knoxville with his KTM 690 Duke in tow, planning to serve as a motorcycle-mounted marshal for the USA Cycling National Professional Road Race Championship races happening here over the weekend.

The Duke, however, suddenly refused to start, and the nearest dealership had 215 bikes in line ahead of him for service.

Having owned one of these bikes in the past, I had a few ideas about what might be wrong, but because I’m still in the process

Kona17. Photos by Paul Phillips #189196.

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BMW OWNERS NEWS | November 2021

of getting organized in a new house, my garage was not very functional; I’d have had to hunt for tools and supplies hidden within stacks of boxes, and there was little room to work. We also wouldn’t have had time to get any needed replacement parts before he had to start working the time trials. The expedient solution was to loan him my F 800 GT. Bruce also owns a BMW—an R 1150 RT, just as I also own a KTM—a 990 Super Duke. Naturally, we conversed about the differences and similarities between all these machines. Just as I’d been when first spending time on the GT, Bruce was impressed by its linear, planted, neutral,

forgiving, predictable and user-friendly behavior. It was such an easy bike to get along with, he was comfortable on it almost immediately. This was especially important for the upcoming races, since marshals have to ride well ahead of the cyclists, providing them with warnings about any hazards and communicating with race control. They must be able to make tight U-turns quickly and execute other challenging maneuvers while keeping track of activity both in front and behind them. Marshals don’t have time or surplus attention to deal with motorcycle issues. The well-mannered GT turned out to be an excellent bike for this project, as

Bruce reported it promptly “disappeared” beneath him on the road.

Although Bruce’s Duke was more familiar to him, it would not have vanished in the same way. That bike demands more of its rider and intrudes into his or her awareness in multiple ways. It’s much pickier about gear selection, it shudders, lugs and protests at low rpm, it’s a bit twitchy and requires more effort to maintain a straight line, etc. In normal riding, these can be endearing qualities. They keep the rider engaged and deliver pleasurable visceral sensations; they’re all part of the fun. They give the bike character. The GT riding experience is far more sterile, its lack of quirks and intrusive demands yields a rather bland interface, independent of its high level of competence. The GT can feel characterless.

As is virtually always the case, the very same quality can be an asset in one context and a liability in another. My GT served Bruce quite well in marshalling the races, and it has certainly provided me with many hours of sublimely effortless riding in the local mountains. Yet both Bruce and I would prefer our KTMs if the goal were to enjoy the bike as much as the ride. It’s hard to savor a motorcycle that completely disappears GT Marshal underneath you.

This is certainly not a BMW vs. KTM phenomenon. Bruce extolled the rich character of his RT, and, while I’ve not owned a boxer (yet!), I’ve spent a fair amount of time on the iconic BMW platform and have always appreciated its unique, if not altogether advantageous, features. The same can be said for any number of other bikes, many of which would have made abysmal choices for marshaling a bicycle race on narrow, twisty streets that climb and drop precipitously

with serious hazards along their curbs.

There are many other reasons to love a motorcycle.

Let’s clarify something before going further. The term “character” has often been pressed into service as a euphemism for dreadful reliability problems, dangerous handling flaws and weird ergonomics.

It’s like the old saw about your upcoming blind date having “a good personality”— this actually suggests they’re going to

disappoint in many other ways. The enthusiast press has certainly been guilty of papering over (pun intended) a lot of problems in this way to avoid costly conflict with manufacturers who spend big bucks advertising in their publications. It has also been a way for afficionados of classic models to dismiss criticisms of their beloved relics, impugning the critics as somehow lacking the sophisticated taste necessary to appreciate the aspects in question. Sometimes bikes supposedly

dripping with “character” were simply poorly engineered or unreliably assembled; they were just plain bad. This is not how I’m using the term here.

The potentially obnoxious qualities of the Duke mentioned above aren’t actually flaws. That bike is a delight to ride on serpentine roads, and its giant single cylinder provides exhilarating thrust after smoothing out around 3500 rpm. Bruce’s dilemma notwithstanding (probably a delayed-reaction fuel-pump casualty of the previous owner’s ethanol use), those bikes are very well crafted and respectably dependable. They are, however, definitely not for everyone or every situation. A limo is not defective because it doesn’t work well on jeep roads.

Specialization may be part of what gives a motorcycle character. The bike “wants” to do some things and not others.

Whereas my svelte GT seems happy to carry out most any road-going task, my musclebound Super Duke balks at long distances, bad weather and heavy traffic; it wants to roar through mountain passes and enliven its rider with startling acceleration, always asking with a bit of sneer, “C’mon, is that all you’ve got for me?” The GT, like a butler, demurely says, “Very good, sir,” no matter what I ask of it.

Over the past five decades, I’ve owned something like 30 motorcycles and ridden many more. Some were more like my GT, delivering clinical precision and surprise-free performance across multiple domains. Others were more like my Super Duke, rowdy, raw and elemental, even as they did an excellent job at the more circumscribed tasks for which they were designed. Of course, I’ve also ridden some duds, neither competent nor engaging. Excluding the last category, though, which is better—more character or less? The question makes no sense. It

November 2021 | BMW OWNERS NEWS

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would be like asking, “What’s the best car?”

Context is a critical factor in making any such judgement. What duties will the bike be asked to perform? What are the rider’s personal preferences? How many bikes will fit in the owner’s garage and budget?

Ideally, we’d all have an assortment to choose from for any given ride, with an option suited for each and every situation.

Unfortunately, the vast majority of us must select one or two to cover all the bases, or rotate through a wider variety of machines in sequence.

My guess is the priority of character in any motorcyclist’s criteria for ownership winds up being a function of that rider’s own personality. This can go in either direction, though, with the motorcycle serving as extension or counterweight.

Perhaps the more sedate and conventional among us choose bikes that mirror their sensible utilitarianism, or, Walter Mittylike, indulge less inhibited fantasies on motorcycles built for derring-do and looking/sounding/feeling every bit the part. Maybe more adventurous souls pick bikes as spicy as their lifestyles, or they live so close to the edge only a machine with the most consistently exacting responses will suffice.

Motorcycles are as diverse as the people who ride them. Good thing!

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Have you ever… part 2

By Deryle Mehrten #58537

In the August issue of BMW Owners News, Ron Davis’ “Really True Truths” article brought back memories of Ed Hertfelder and his series titled “The Duct Tapes.”

Though written years ago when I was still in my twenties, his “Have You Ever” column still keeps me grinning to this day. His best, in my opinion, was “Have you ever drilled a hole in your front fender, fender mount, and third finger of your left hand?”

A year or ten back, I put together a collection of my own “Have You Evers.” I think they tell a bit of my history well and probably a few others out there.

• Have you ever bought a complete set of sockets just to get that weird size socket you can’t buy separately?

• Have you ever taken a complete set of sockets back for a refund after you used that weird size socket?

• Have you ever stopped to help a broken-down Harley rider?

• Have you ever wished you hadn’t stopped to help a broken-down Harley rider?

• Have you ever had a Harley rider stop to help you when all you were doing was relieving yourself behind a tree and the Harley rider was a woman?

•H ave you ever waved goodbye to the folks at your office as you were leaving on a trip and had to demonstrate for them the proper procedure for picking up a motorcycle?

•H ave you ever used duct tape to keep a broken windscreen on?

•H ave you ever used duct tape to tape up a duct?

•H ave you ever had your local repair shop ask you what half of a roll of duct tape was doing inside your rear tire?

•H ave you ever used duct tape to repair your helmet visor, boots, pants, jacket or gloves?

• Have you ever watched a woman try to kick-start an older Harley for over an hour?

•H ave you ever figured out what Euro-size boots, jackets or pants you wear?

• Have you ever heard a woman use a bunch of swear words, and you didn’t know what they meant?

•H ave you ever replaced your battery and, after two hours of trying to figure out why the starter won’t work, found out

you didn’t connect the ground wire?

• Have you ever tried to start your bike with the battery hooked up backward?

• Have you ever seen how much those electrical magic boxes hidden under your tank and seat cost?

• Have you ever replaced a fuse with something other than a fuse? Have you ever seen smoke come out of a wiring harness?

• Have you ever tried to repair a melted wiring harness?

• Have you ever replaced your stock headlight bulb with a megawatt bulb that puts out as much light as a lighthouse?

• Have you ever seen a melted headlight shell?

• Have you ever seen a handlebar light switch melt right before your very eyes?

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• Have you ever taken a pair of pliers back to Sears that were so buggered up the clerk couldn’t find the Craftsman logo so they wouldn’t give you a new pair?

• Have you ever read a list of “have you evers” and realized you’d done more than half of them?

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• Have you ever been kicked off a group list?

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• Have you ever sent a scathing email to an obnoxious list member and found out they were the owner of the list?

• Have you ever bought a $100 tool so you can do the work yourself rather than pay $5 at the local shop?

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Tip-Toeing Off the Reservation

By Ron Davis #111820

Warning: The following column focuses on a motorcycle that is not a BMW. Yes, I know, HERESY! THIS PAST SPRING, I

succumbed to the disease I’ve mentioned here before, the inherited compulsion to buy a different vehicle, in this case a motorcycle, about every two years. I’ve been riding a carousel of large and small, new and old BMWs for the past 20 years and am a shameless disciple of Bayerische Motoren Werke, but, hey, sometimes you have to mix it up a bit, and in an impulsive disregard for my savings account and an eye roll from my wife, I picked up a 2014 Honda NC700X. I had long been curious about the Honda NC7, because of, well, it’s a curious bike. Two main characteristics of this bike have made it kind of an oddball in Honda’s line, in fact in that of most motorcycle manufacturers. One, its gas tank is under

the seat. My 2016 BMW F 700 GS had the same feature (no longer true on the most recent model) and may have even been inspired by the Honda, though BMW had handled it in a much more elegant way, putting the fill cap just below the side of the seat, while the Honda requires you to lift the seat to refuel. I’m a fan of that tank position because, together with its long-stroke pistons lying down at a 62-degree angle, the NC has a low center of gravity, thereby making it in my mind more maneuverable, both on the road and in the garage.

Secondly, and I think Honda’s alone on this one, the NC700 has a “frunk.” Where a gas tank would normally sit, the Honda has a hatch covering a storage compartment large enough to hide a full-face helmet. Even if you don’t use it for a helmet nest, it’s pretty darn handy, making a tank

bag seem superfluous, and behind a little door in the compartment, the battery is very accessible, not exactly a common trait on some Beemers. Speaking of electrics, my new-to-me 2014 NC700X has a fairly primitive electrical scheme, not the CAN Bus I’ve worked around on my BMWs when adding accessories.

Reminiscent of the R 1150 R I rode all over for two years, the Honda has an amazingly broad torque curve, with 95 percent of the peak power at a measly 2,800 rpm. The bike is delighted to tool along in 6th gear up and down the highway at 3-4,000 rpm, and basically you can ride it around town all day hardly leaving second gear. This power setup, along with some pretty nifty engineering, also partly explains why the fuel-injected NC700’s powerplant gets 70+ mpg, though admittedly you’re not going to be blowing the doors off some comparablysized bikes at the stop lights.

The Honda rarely raises an eyebrow at BMW meets since its fat, two-into-one exhaust can, mini beak and flowing design lines make it resemble those of a BMW, and maybe also because the bike is a little rare in the states, more popular in Europe.

In my home city of 70,000, I’ve only seen one other sister ship, and I know the owner, who also rides a vintage Bonny and a new Africa Twin. Probably one key to

The designers of Honda’s NC700X have obviously paid homage to the lines and innovations of some of the most popular BMWs.

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BMW OWNERS NEWS | November 2021

its popularity in Europe as a courier bike is the “DCT” variant of the NC700 which, perish the thought, has an automatic transmission. I’m not sure the Honda NC7 garners the respect a GS, R, or K bike does in a parking lot, but it does generate walk-overs by other riders who, like me, are…curious.

Of course, for its lower price, this aged Honda does have some shortcomings.

Like the BMW Funduro I once owned (and kind of regret selling), you tend to slide forward on the OEM seat as you ride, which can get uncomfortable in your swimsuit area. That fuel cap under the seat thing is also a pain when you have gear strapped over the pillion area. And though the 2021 NC700X has some great

upgrades, my 2014 lacks a bunch of things I appreciated on the BMW F 700 (now grown to a 750, just like the newest Honda): ABS, self-cancelling turn signals, tire pressure monitors, stainless brake lines, and a choice of ride modes (the 2021 Honda has selectable ride modes and ABS). Unlike the GS, the only suspension adjustment on my Honda requires cranking the preload spring collar (not a simple task). The 2014 also uses Phillips head bolts in spots as opposed to much more robust Torx and Allen heads found on Beemers.

Honda’s NC700X has been called an “adventure” and a “dual-sport” bike, though with its smaller, wider wheels and street tires in stock form, I think any adventures would best be limited to pavement.

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As for longevity, after 62,000 miles, one NC700X owner wrote this bike has proved to be “less a bike, more of an investment!”

Have I gone off the reservation forever, not likely. In my haste to fulfil all my motorcycle fantasies before I’m too decrepit to ride, I’m still browsing for a gently used RT, a bike I’ve always wanted to take on an extended trip. I guess now you could call me an occasional outlier; however, as a quick gander down the row of bikes at any MOA event will tell you, despite some of the snarky comments you might see on Facebook, I’ve always found our club to be a big tent, ready to accept anyone who shares our passion for riding, no matter what kind of bike they ride.

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November 2021 | BMW OWNERS NEWS

87

DETOURS

Motorcycling and Climate Change

By Bill Shaw #70903 I RECENTLY READ SEVERAL ONLINE

editorials about how motorcycles produce significantly more greenhouse hydrocarbons, nitrogen oxides and carbon monoxide than cars. One article in particular— replete with supporting data—suggests that bikes create disproportionately more pollution than other vehicles and are an extremely “dirty” presence in our society.

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BMW OWNERS NEWS | November 2021

My initial reaction was one of disbelief and indignation as I worried about the negative impact these articles may have on our image as responsible and conscientious riders. I decided to dig deeper.

I was surprised to learn that carbon monoxide emissions from motorcycles and scooters are, in fact, considerably worse than cars. While there have been improvements in the last 15 years to control and

curb these toxic emissions, they still pale in comparison to cars because of the lower pollution standards imposed on motorcycles and a lack of enforcement.

These articles rarely tell the whole story, though. I also learned environmental impact is not just about emissions; the full story also considers the total carbon footprint of each type of vehicle. For example, the impact we have on our infrastructure is significantly less because motorcycles are smaller and weigh substantially less than a car, SUV, or 18-wheeler. Bikes also make up the smallest fraction of registered vehicles in the U.S.—less than 1 percent. Although the EPA lists transportation as the primary source of greenhouse emissions in the U.S. (29 percent), cars, trucks, ships, trains and planes are named, but not motorcycles. Additionally, we have the advantages of mobility, parking and lower operating costs, particularly as it relates to fuel consumption. Another environmental benefit is that it requires fewer materials to build a motorcycle than a car or truck.

Motorcycle manufacturers continue to work towards decreasing greenhouse emissions through technological advancements. Fuel injection, ride-by-wire, three-way catalytic converters, electronic rider aids and On-Board Diagnostics (OBD) monitoring systems are just some improvements made to increase efficiency while simultaneously lowering emissions. As advancements in battery technology continue to improve, electric motorcycles are becoming a more attractive option for riders. The European Union also implemented its more stringent Euro 5 emission standard on newly certified

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motorcycles to further lower carbon greenhouse gasses, which includes BMWs produced after January 1, 2020. This is noteworthy because the Euro 4 and 5 standards have had an impact on other international bike markets like India, Japan and China, as well as the U.S. Is it fair to compare my F 850 GS, which weighs about 500 pounds and averages 54 mpg, to a Peterbilt 579 semi-truck, weighing almost nine tons and getting 10 miles per gallon (sans trailer)? A prudent and reasonable person wouldn’t think so.

In spite of evidence to the contrary, there are those who are attempting to tarnish our image by insinuating that motorcycle riding is still more toxic to our environment, literally and figuratively, than most other forms of private and public transportation. While the “loud pipes save lives” crowd, squids with less-restrictive mufflers and those who illegally install exhausts that circumvent catalytic converters aren’t doing us any favors, the truth is that riding on two wheels is more environmentally responsible than riding on four, six or eighteen.

There is no denying humans are responsible for climate change and that extreme storms, droughts, floods and wildfires will continue for the foreseeable future. This is a complex issue generations in the making. Though our contribution to greenhouse gasses might be small in comparison to other sources, we need to be aware of how we’re perceived and understand the impact our avocation has on the environment. I’m satisfied the motorcycle industry is at least going in the right direction by reducing greenhouse gasses.

It’s also good to know BMW will continue to spearhead this effort while simultaneously producing the most technologically advanced motorcycles in the world.

November 2021 | BMW OWNERS NEWS

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Peter Burke

in this issue

BMW MOA OFFICERS Reece Mullins, President (334) 470-7770; reece.mullins@bmwmoa.org Brian Dutcher, Vice President (402) 289-7182; brian.dutcher@bmwmoa.org Kelly Moore, Treasurer (859) 536-8638; kelly.moore@bmwmoa.org Adam Chandler, Secretary (415) 894-0857; adam.chandler@bmwmoa.org

BMW MOA DIRECTORS Paul Di Marchi (303) 415-9300; paul.dimarchi@bmwmoa.org Jon Kurtz (859) 338-9801; jon.kurtz@bmwmoa.org Doug Peters (478) 747-4718; doug.peters@bmwmoa.org

FOUNDATION OUR MISSION The BMW Motorcycle Owners of America Foundation is dedicated to to building a vibrant community, inspiring enthusiasts to connect and share their passion for motorcycles.

BMW MOA FOUNDATION HEADQUARTERS 2350 Hwy. 101 South Greer, SC 29651 (864) 438-0962

Louise Powers (805) 598-1529; louise.powers@bmwmoa.org

BMW MOA FOUNDATION OFFICERS Tom Gary, President tgary@bmwmoaf.org

Michiael “Roc” Shannon (812) 322-1378; roc.shannon@bmwmoa.org

Randy Logan, Vice President rlogan@bmwmoaf.org

BMW MOA STAFF Ted Moyer, Executive Director tedm@bmwmoa.org Bill Wiegand, Managing Editor bill@bmwmoa.org Karin Halker, Art Director karin@bmwmoa.org Wes Fleming, Digital Media Editor wes@bmwmoa.org Ray Tubbs, Digital Marketing Manager ray@bmwmoa.org Chris Hughes, Director of Advertising chris@bmwmoa.org Tonya McMeans, Membership Services tonya@bmwmoa.org Lesa Howard, Membership Services lesa@bmwmoa.org

90

BMW OWNERS NEWS | November 2021

Pam Werstler, Secretary pwerstler@bmwmoaf.org Dan Finazzo, Treasurer dfinazzo@bmwmoaf.org BMW MOA FOUNDATION DIRECTORS David Dunn david.dunn@bmwmoaf.org Andreas Gneist andreas.gneist@bmwmoaf.org Rik Lewis rik.lewis@bmwmoaf.org Steve Martin steve.martin@bmwmoaf.org Walton Rogers walton.rogers@bmwmoaf.org

CONTRIBUTORS Cover Kevin Wing Table of Contents Eric Esswein # 211930 Terence Hamill #14629 Big Picture Mark Janda #198513 Postcards from the Road Jody Krohnfeldt #216726 Bob Higginson #218732 Mary Begley #126912 Darrell Bryant #225166 Chuck Conner #76766 Karen Bataille #219974 Vera Jacobson #224088 News Darryl Cornell #209886 Adam Chandler #207579 Member Tested Ron Davis #111820 Mark Barnes #222400 Bill Shaw #70903 Wes Fleming #87301 Tech Matthew Parkhouse #13272 Wes Fleming #87301 Features Peter Burke #133958 Sam Q. Fleming #195185 Jeff Shultz #212622 Dustin Silvey #224778 Molly Milroy Skills Steve Martin #69767 James Carlisle #196730 Lifestyle Don Bartletti #220547 Jack Riepe # 116117 Mark Barnes, PhD #222400 Deryle Mehrten #58537 Ron Davis #111820 Bill Shaw #70903 Talelight Mark Janda #198513

Don Bartletti

Bill Shaw

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 - Steve Henson Forum Moderators - Gary Nelson, Lee Fulton, Voni Glaves, Don Eilenberger 2021 BMW MOA RALLY CHAIRS Corey and Becky Smith rallychairs@bmwmoa.org

Jeff Shultz

REGIONAL COORDINATORS Charles L. Buchanan IV - Virginia (920) 574-0170; charles.buchanan@bmwmoa.org Joe Burns - Pennsylvania (814) 229-0896; joe.burns@bmwmoa.org Adam Chandler - New Hampshire (415) 894-0857; adam.chandler@bmwmoa.org Carlos Dao - Florida (561) 927-6730; carlos.dao@bmwmoa.org Joe Dawson - Arizona (480) 721-4412; joe.dawson@bmwmoa.org Ken Decroo - California (909) 961-7762; ken.decroo@bmwmoa.org Brian Dutcher - Arizona (402) 289-7182; brian.dutcher@bmwmoa.org Jean Excell - Colorado (719) 650-6215; jean.excell@bmwmoa.org Frank Florio - New York (518) 369-8339; frank.florio@bmwmoa.org Karolina Francis - British Columbia, Canada (604) 657-7351; karolina.francis@bmwmoa.org Johnathan Gifford - Oklahoma (484) 919-7277; jgifford@bmwmoa.org

Mark Barnes

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 Pete Mikolaitis - Indiana (401) 924-2526; pete.mikolaitis@bmwmoa.org Thomas Moe - Montana (916) 919-6770; tom.moe@bmwmoa.org Gordy Olson - California (916) 642-2221; gordy.olson@bmwmoa.org Mike Secor - Texas (214) 557-4577; mike.secor@bmwmoa.org Gary Shuman - Massachusettes (617) 513-2053; gary.shuman@bmwmoa.org Phil Stalboerger - Minnesota (612) 616-2445; phil.stalboerger@bmwmoa.org Phil Stearns - Ohio (937) 470-1851; phil.stearns@bmwmoa.org Thomas Van Horn - Wisconsin (608) 695-6784; tomvanhorn@bmwmoa.org Bryan Whitehead - Illinois (312) 804-2293; bryan.whitehead@bmwmoa.org

WHEN

Email your event information to editor@bmwmoa.org

AND WHERE

NOVEMBER

1 1 1/5/2021 – 11/7/2021 51ST SOUTH-CENTRAL BMW OWNERS REUNION LOCATION: Fayetteville, TX CONTACT: Fernando Aguirre

832-326-2474 vp@bmwclubofhouston.com

2 1 1/12/2021 – 11/13/2021 PREMIER TRAINING AT BMW PERFORMANCE CENTER

LOCATION: Greer, SC CONTACT: Ray Tubbs (864) 438-0962

ray@bmwmoa.org

april

3 4 /1/2022 – 4/2/2022 HILL COUNTRY HANGOUT

LOCATION: Kerrville, TX CONTACT: Mike Makowski makowski.michael@gmail.com

STAY TUNED FOR THE 2022 MOA GETAWAY SCHEDULE COMING SOON VISIT BMWMOA.ORG

2

3

1

Map courtesy of

For complete details on any event listed, please visit bmwmoa.org and click on the Rallies & Events tab 92

BMW OWNERS NEWS | November 2021

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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: 09/27/21 4. Issue Frequency : MONTHLY 5. No. of Issues Published Annually: 12 6. Annual Subscription Price: $13.00

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Best Prices, Service and Repair, Standard and ESA Shocks for all models.

7. Complete Mailing Address of Known Office of Publication: 2350 Highway 101 South, Greer, SC 29651 Contact Person: Ted Moyer Telephone: (864) 438-0962 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

732-786-9777

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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

94

BMW OWNERS NEWS | November 2021

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 2021 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) 22, 250 22,781 b. Paid and/or Requested Circulation (1) Paid/Requested Outside-County Mail Subscriptions Stated on Form 3541 (Include advertisers’ proof and exchange copies) 22,250 22,781 (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)] 22,250 22,781 d. Free Distibution by Mail, (Samples, complimentary, and other free) (1) Outside-County as Stated on Form 812 806 (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) 410 125 e. Total free distribution [Sum 15d, (1), (2), (3),(4)] 1,2225 931 f. Total Distribution (Sum of 15c and 15e) 23,472 23,712 g. Copies Not Distributed 98 78 h. Total (Sum of 15f and g) 23,570 23,790 i. Percent Paid (15c, divided by 15f, times 100) 94.8% 96.1% 16. Electronic Copy Circulation a. Paid Electronic Copies 0 0 b. Total Paid Print Copies (Line 15c) + Paid Electronic Copies (Line 16a) 22,250 22,781 c. Total Print Distribution (Line 15f) + Paid Electronic Copies (Line 16a) 23,472 23,712 d. Percent Paid (Both Print & Electronic Copies (16b divided by 16c x 100) 94.8% 96.1% 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 27, 2021 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 wes@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

Admore Lighting....................................18 Adriatic Moto Tours...............................18 Adventure New Zealand Tours.........37 AeroFlow...................................................69 Aerostich-Rider WearHouse...............79 Alaska Leather.........................................75 Beemer Boneyard..................................75 Beemer Shop, The..................................89 Best Rest Products/Cycle Pump.......79 Black Box Embedded............................79 Boxer Works Service..............................18 Capital Cycle............................................93 Cardo Systems.........................................21 Colorado Tourbike Rentals.................82 Corbin Pacific...........................................75 Cyclenutz...................................................18 DMC Sidecars...........................................82 Don’t Want a Pickle................................94 Dunlop Tires................................................9 Edelweiss Bike Travel............................84 EPM Hyper Pro.................................32, 94 Euro Moto Electrics...............................93 Geza Gear..................................................94 Giant Loop................................................32 Helmet Sun Blocker...............................37 HEX ezCAN...............................................93 Ilium Works...............................................32 IMTBike Tours..........................................27 Kermit Chair Company.........................37 LD Comfort...............................................82

M4Moto.....................................................85 MachineartMoto....................................69 Michelin Tire......................................23, 25 MOA Foundation Raffle.......................19 MOA Gear Store.................................... IBC Morton’s BMW.........................................37 Moto Bike Jack........................................93 Moto Bins..................................................82 MotoDiscovery........................................22 Motonation..............................................BC Motorcycle Relief Project....................33 Mountain Master Truck Equip....82, 94 Overseas Speedometer.......................69 Parabellum...............................................32 Peter Lattman Real Estate...................27 Pirelli/Metzeler Tires.............................IFC Progressive Insurance.............................1 Redverz......................................................89 Re-Psycle BMW Parts............................94 Rider Magazine........................................85 Roadrunner Magazine..........................85 Rocky Creek Designs............................71 Ron Davis - Shiny Side Up...................79 Russel Cycle Products...........................71 Sargent Cycle Products........................83 Touratech.....................................................5 Twisted Throttle......................................83 Wilbers USA.......................................69, 82 Ztechnik.....................................................71

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. sBMW 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 51, Number 11

November 2021 | BMW OWNERS NEWS

95

TAILIGHT

A Gem of a Ride Mark Janda #198513 found the abandoned GEM Theater in Cairo, Illinois, the perfect backdrop for his K 1600.

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