BMW Owners News for February 2022

FEBRUARY 2022 BMW OWNERS NEWS www.bmwmoa.org

Special MOA Foundation Issue

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Three GSes and a cactus. Somewhere north of Catavina, Baja California. Photo by Marty Takimoto #107071.

INSIDE

FEBRUARY 2022

FEATURES

38 SOMETHING COMPLETELY CUSTOM TO BENEFIT THE MOA FOUNDATION

BY BILL WIEGAND #180584 Zack Witkowsky (#4885), owner of Black Wolf Touring and Custom in Beecher, Illinois, wasn’t sure what he had gotten himself into when he received an old R 100 RT in disrepair along with a dozen boxes of parts. But in the end, his masterpiece will be the delight of the lucky winner in the MOA Foundation’s upcoming Completely Custom raffle.

54 A BRIEF HISTORY OF THE MOA FOUNDATION AND THE SAFEMILES ENDOWMENT

The MOA Foundation has come a long way over the past 22 years. Today, what once seemed like a pipe dream, their goal of creating a million-dollar fund titled the SafeMiles Endowment to support Foundation initiatives is within reach.

ON THE COVER: Richie Few, an instructor at the BMW Performance Center Rider Academy in Spartanburg, North Carolina, offers suggestions to a student during a recent BMW MOA Premier Training event held there. Photo by Bill Wiegand #180584

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BMW OWNERS NEWS | February 2022

60 LEARNING TO TRUST MY SKILLS

BY PHIL STEARNS #216110 In 45 years of riding, Phil Stearns has about 45 minutes of off-road experience. Believing dirt riders make better street riders, Stearns signed up for training at the BMW Performance Center in Spartanburg, South Carolina, and since taking the class no longer fears the dirt.

A photo from a one-day adventure on the backroads of Texas Hill Country. Photo by Patrick Schmalle #224143.

4 HEADLIGHT Shining a Bright Light on the MOA

32

8 PRESIDENT'S COLUMN

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MEMBER TESTED Initial Impressions of Touratech's Companero Rambler riding suit by Wes and Paula Fitzer

66

TORQUE OF THE MATTER Maintaining a Safe Motorcycle

Foundation by Bill Wiegand

The Importance of Training

by Reece Mullins

10 FOUNDATION PRESIDENT'S COLUMN

A Bright

Future Ahead by Tom Gary

12 POSTCARDS FROM THE ROAD 14 RIDER TO RIDER Letters from our Members 16 Donations Make the Difference by Rik Lewis 20 NEWS Corbin releases Canyon Dual Sport saddle for the

F 900 R and XR, Bring a BMW M 1000 RR to your desk, Congratulations to John Boon of Frederick, Maryland, chosen as the winner of the One Ticket & You Pick It raffle, Michelin’s Road 6 tire raises the bar, The 2021 Grand Coddiwomple ends and a new Challenge begins, Why the Slash 5 matters, Meet your BMW MOA Foundation Directors, Please welcome our newest BMW MOA members.

30 MEMBER TESTED Quad Lock Smartphone Mount

by Bill Shaw

MEMBER TESTED Brake Free, Plug and Play

by Colleen Sepulveda

by Wes Fleming

68 72 74

Tips for Choosing the Best Helmet for You by Matthias Beier Trail Braking = Cornering Confidence by Jon DelVecchio

Why You Should Get More Training by Nancy Foote and Walt Fulton

78 80 84

DETOURS Best Laid Plans by Bill Shaw THE RIDE INSIDE I Got This... by Mark Barnes

MOA Foundation Grant Program Honors Paul Bachorz

by Ron Davis

90 WHEN AND WHERE Rally and event listings 95 ADVERTISER INDEX 96 TAILIGHT February 2022 | BMW OWNERS NEWS

3

HEADLIGHT

I’VE ALWAYS HAD ATTENTION ISSUES. GOING BACK TO MY GRADE SCHOOL

SHINING A BRIGHT LIGHT ON THE MOA FOUNDATION

By Bill Wiegand #180584

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BMW OWNERS NEWS | February 2022

days and recalling the comments teachers made to my parents, the most common “suggestion” they always seemed to offer was that I would do so much better if only I would pay attention.

When I was older, a primary care physician who always seemed to have the most spot-on anecdotes referred to this tendency as “monkey brain.” He described a monkey sitting in a tree eating a banana. After taking a bite, the monkey sees another banana, grabs it and starts eating that one. Then he drops the first banana and grabs a third, and on and on. I think of that doctor’s “monkey brain” diagnosis every time I step into a motorcycle showroom!

In the advertising world, it is believed that it takes an average of five to seven impressions before someone can remember your brand. An impression occurs each time we see or hear an ad, whether on TV, radio, in print, online or along the side of the road.

Closer to home, the MOA Foundation has existed since 2000, but how many of us really know its purpose and why it is so important not only to the BMW Motorcycle Owners of America but motorcycling itself? We know the Foundation sponsors motorcycle raffles like the recent “One Ticket & You Pick It” raffle. The winner, John Boon (#140017) of Frederick, Maryland, won his choice of any 2022 BMW motorcycle, along with any factory installed options he’d like to add.

We also know the Foundation supports rider training through the Paul B. Training Grant program, which awards up to $250 for MOA members and even $100 to nonmembers toward the cost of their participation in approved training programs. To date, more than $200,000 has been awarded in grants to more than 1,000 riders. Taking advantage of that available grant money is one of the strongest “no-brainer” reasons to join the MOA. For many of us, however, that is where our knowledge of the MOA Foundation ends, but like the late-night infomercial will undoubtedly say, “Wait, there’s more!” Other initiatives of the MOA Foundation include providing and promoting programs for first-time riders, supporting a variety of educational and training programs related to safe motorcycling, and seeking opportunities to partner with other organizations with similar missions.

In this special issue of BMW Owners News, we highlight the MOA Foundation and the good work it does—who is doing it and who is benefitting from it. In a regular issue, we publish a Foundation Column with additional Foundation references possibly mentioned in the other articles. Based on what advertising professionals believe, that’s not enough. This month, we’ve dedicated nearly all our pages to share the Foundation’s goal of providing the opportunity for all riders to be better and safer motorcyclists.

In this issue are stories featuring products and programs to make your ride safer. We also try to explain why more of us don’t believe we need additional training. Other stories profile “Paul B.” and those who have stepped up to make a difference–the Foundation Directors. Additional articles highlight the building of the Foundation’s next raffle bike, introduce BMW MOA members who have stepped up to support the work of the Foundation through their donations, and provide insight on how you can be a better rider. Perhaps most importantly, there is an article describing ways anyone can support the MOA Foundation.

I hope you enjoy this special issue of BMW Owners News as much as we did presenting it to you.

Iconic Beauty John Howard captured this image of his R 60S while on a First Sunday Ride with the BMW Motorcycle Club of Northern California.

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BMW OWNERS NEWS | February 2022

February 2022 | BMW OWNERS NEWS

7

PRESIDENTS

COLUMN

THE IMPORTANCE OF TRAINING JERRY ELLIOT, A GOOD FRIEND, FELLOW ARMY HELICOPTER PILOT, VIETNAM

By Reece Mullins #143779

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BMW OWNERS NEWS | February 2022

Veteran and lifetime BMW MOA member, introduced me several years ago to the writings of Peter Egan when he loaned me a couple of his books. I have since acquired my own personal copy of Peter’s latest collection of riding pontifications personally autographed by Peter himself, a thoughtful gift from former MOA board member Sue Rihn.

As is often the case after reading Peter’s work, I find the motivation and courage to sally forth and put pen to paper, as is the case this dark and rainy December evening in lower Alabama. I will need it, as the subject of my message this month is important, and I need to get it right.

This month, I want to take the opportunity to talk to you about the non-profit 501c3 foundation that is symbiotically linked to our club. The BMW MOA Foundation is often confused with the BMW MOA as being one in the same, but the two organizations are exclusively independent of one another and governed by two separate boards with two different missions. Where the BMW MOA brings motorcycle riders together to create a community to serve the social and riding needs of the individual rider and the aggregate, the BMW MOA Foundation creates motorcycle riders. It’s what we in the military aviation training environment often refer to as the pipeline; serving the critical need of supplying and replenishing the field with new pilots or, in our club’s case, new riders.

The BMW MOA Foundation raises money through bike raffles, endowments and donations for the purpose of training riders. Training and mentoring new riders is the life blood of our club. Without the influx of new riders, the BMW MOA will not survive, which makes the Foundation’s mission that much more critical to our club and the riding community.

Training, especially quality training, is very often not free and can be cost prohibitive for someone new to riding. The BMW MOA Foundation’s Paul B. Rider Training Grants, and new rider experience programs are a critical stopgap measure that will provide training necessary to give that new rider the skills and confidence on a bike he or she needs to stay alive and healthy in those crucial first years on the bike.

Several years ago, Rhonda and I both utilized Paul B. Rider Training Grants to offset the cost of BRC training for Rhonda and ERC training for me. We have since paid it forward exponentially through our contributions to the BMW MOA Foundation because we firmly believe in the mission of training motorcycle riders.

I remember reading what I think was a joke on the forums long ago, but I always think of it as good advice. As I recall it went thus: The newly licensed motorcycle rider walks into a motorcycle dealership with a wad of cash in his pocket and buys a new bike. With money left over, the young man goes to the parts counter to buy all the latest gadgets for his bike. Still left with about three hundred dollars to spend, he asks an older rider wearing a faded well-worn riding jacket what he would recommend to buy with the remainder of his money. Raising an eyebrow, the bearded gentleman suggests, “Put that money in your tank young man. There’s no substitute for experience.”

If you haven’t taken advantage of the training opportunities offered by the MOA Foundation, or if you are looking for an excuse to pay it forward, the MOA Foundation can help you do both. Every year Rhonda and I give to the Foundation because its mission is our mission: training the next generation of riders.

COMPLETELY STUNNING

Sometimes, fewer words are better. Especially when the subject matter speaks for itself. Such is the case with the MOA Foundation’s latest creation. It is completely stunning.

Completely custom. And it can be completely yours.

Tickets on sale March 1.

FROM

THE

FOUNDATION

PRESIDENT

A BRIGHT FUTURE AHEAD WELCOME TO THIS SPECIAL ISSUE OF BMW OWNERS NEWS MAGAZINE FOCUSING

By Tom Gary #91268

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BMW OWNERS NEWS | February 2022

on the BMW MOA Foundation. The volunteer directors of the Foundation are excited to present this issue which we hope will help better inform and perhaps influence your future participation either as a recipient of the programs sponsored by the Foundation or as a donor offering support.

The MOA Foundation’s history began in 2000, and since that time, progress has steadily been made toward our mission statement of “improving rider safety by providing programs that support motorcycling and its rich heritage.”

In the early years, the MOA Foundation Board of Directors experienced both hits and misses as we grappled with the task of finding a sustainable path forward. One of the early hits included the idea of using raffles as the means to engage with MOA members while generating necessary revenue for programs the Foundation sponsors. Over the last decade, we have built a solid base by staging exciting raffle efforts such as the “SuperStakes,” “Vintage” and recently, the “One Ticket & You Pick It” raffles. But we knew that while our raffles were important, they alone would not be enough to put us on the long-term path toward reaching our greater goals.

Though raffles have successfully met our day-to-day needs, nothing was being held in our savings account for the future.

In 2017, the opportunity to think more strategically presented itself when we received a significant, onetime $62,000 donation from the Charter Club Curve Cowboy Reunion, which resulted in the Foundation’s first long-term investment. With that donation, the Foundation Board now understood that the Foundation’s long-term success was dependent upon developing a long-term donor led endowment. With that, “Our SafeMiles Endowment Campaign” effort was formed and set the significant objective of meeting a one million dollar milestone.

Today, our SafeMiles Champions are leading the way by pledging $10,000 commitments to our endowment campaign.

The Foundation has now successfully moved beyond living from raffle to raffle. The Foundation Board of Directors met early last year to develop a long-term strategic plan that establishes a clear vision to fulfill our mission statement. While our Fundraising Committee is planning new ways of donor engagement, the Program Committee is looking at some exciting training program ideas. Additionally, the Marketing Committee is working to help establish a new branding identity and website to help with outreach to donors. The Foundation Board is also exploring ideas related to the final part of the mission statement centered on motorcycling and its rich heritage. If all goes as planned, we will have some exciting news to share in the coming months. The Foundation’s new vision is simple and straightforward: “Every Rider Trained.”

To all our donors, whether you are a raffle ticket purchaser or a SafeMiles Champion, we say Thank You. We see a bright future built upon like-minded donors who understand that safety, education and training are fundamental to safe riding, which will help ensure the future of the activity that we love. To all the Foundation volunteers who have served in the past, we say thank you as we stand on your shoulders, and we would not be at this point without your hard work and commitment to achieving a greater vision.

Much work is still needed, but I am confident that we will be successful with the help of our donors and volunteers.

Ride safe.

We Can See the Future in Your Eyes

The future of motorcycle safety is the SafeMiles Endowment - an initiative of the MOA Foundation to establish a $1 million fund to guarantee rider training… forever! Every penny donated to the SafeMiles Endowment will be reserved for the long-term future of rider training. No donation will be used for current activities or operations of the Foundation. It all goes to the future.

Donating any amount is easy. Visit bmwmoaf.org and make a secure transaction with your credit card. You have the option of a one-time gift or make a recurring donation each month. Or, download a pledge card and return it along with payment to the MOA Foundation.

With your help, the future of motorcycle safety is in sight.

POSTCARDS

FROM

THE

ROAD

Top Left, A shot captured while riding the Curecanti National Recreation Area near Gunnison, Colorado. Photo by Georg Thut #167558..

Top Right, Finding adventure in the Smoky Mountains on my first off-road trip riding my new 2020 R 1250 GS Adventure! Photo by Tomas Solnicky #220336.

Middle Right, Looking at both lighthouses at Cape Spear, Newfoundland. The most easterly point in North America. Photo by Mike Buhler #210204.

Left, A shot taken January 1st along a county road north of Toronto where it's usually impossible to be able to ride at that time of year. Photo by Graham Stewart #165873.

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BMW OWNERS NEWS | February 2022

Right, A shot captured during a day of riding sunset sweepers along the New Jersey and Pennsylvania border near the Delaware Water Gap. Photo by Peter Geffet #99516.

Below, Taking a moment to appreciate the natural beauty from a mountan top at Baja California Sur. Photo by Thelmo Treneman #195772.

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.

February 2022 | BMW OWNERS NEWS

13

t

t

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

More Brake Issues

I had a similar problem with my 2013 RT. I found the two rods that are for caliper float were dry and must have silicon grease applied. Also, the support plate for the one end of the pads was badly worn. I replaced all serviceable parts for the rear caliper and hopefully this will fix my problem. I will know once the snow melts in the spring.

John Grutschnig #191187 Coldstream, British Columbia

Disappointed in BMW

I am responding to the “help needed” Rider to Rider letter regarding brakes published in the December 2021 issue of BMW Owners News, as I had a similar experience with the rear brakes on my 2020 R 1250 RT. I purchased the bike new in September of 2020, and by January of 2021 I had just about 3,000 miles on the bike when I heard a loud screeching from the rear brakes.

The rotors were very hot, and my first thought was that there was a stone caught between the pad and the rotor.

The noise stopped for a short time, but then started to screech again while I was riding without applying the brakes.

I immediately took the bike to my dealer, and the service tech took it for a ride and confirmed the noise. The service manager immediately blamed it on me and said that I probably was riding the brakes because I was used to riding a Harley.

This certainly was not the case as evidenced by me not having any issues with the speed control which I use often and which would deactivate if I had my foot on the brake.

BMW replaced the pads and the rotor

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BMW OWNERS NEWS | February 2022

under warranty, and I have not had the problem since and now have 7,800 miles on the bike.

I never did get an explanation or even a hypothesis from BMW about this issue which I found to be disappointing for a company known for its engineering prowess.

Bob Savinell #223448 Solon, Ohio

Looking for Answers

Last July, Helen and I accompanied my brother and his wife on a motorcycle ride through Land between the Lakes, Kentucky, into Tennessee and back. When we reached Worthington, Indiana, I turned to the right as I stopped the bike, and it fell over. The only thing hurt was my pride, and a scuff on the crash bars on the bike. That was the first time I had dropped a bike in about 40 years.

A couple of hours later, while pulling up to a stop light in Kentucky, I repeated the incident, with a little more damage to the bike because the tilt exceeded the limit of the crash bars. With no injuries, we continued on the trip, though a little less confident in my slow speed maneuvers. We finished the ride without further incident.

In mid-September Helen and I rode about 300 miles through southern Indiana, following curvy roads and looking for some color in the changing leaves. On our way home, at the intersection of Indiana highway 54 and 43, I dropped the bike to the left as I tried to correct a turn.

There have been several letters in various motorcycle magazines wondering when it is time to quit riding. I have been riding for over 65 years and my thought has always been “when you no

longer have confidence in your ability.” I do not think the calendar should make that determination.

The last lifting effort has made me question whether I should consider quitting. I will be 80 years old in a few months. I have not had any issues with riding the bike; only slow maneuvers, but four incidents in a matter of three months have me questioning what’s next. I have considered a three-wheeler like the Can-Am or Polaris and a trike, but they do not handle like a two-wheeler. I think I would just find another form of entertainment.

My bike is a BMW K 1600 GTL, which has a seat height of about 31 inches and weighs about 800 pounds road ready without load. I considered a BMW R 1250 RT which weighs about 150 pounds less, but the seat height is about the same. I also considered a Harley dresser, which is what my brother and his son ride. They have a lower seat but weigh about 100 pounds more. Changing mounts does not present a clear choice.

I have considered a smaller, lighter bike, but I enjoy having my wife on the back. While I would enjoy riding a smaller bike, (especially as opposed to not riding), they do not have the same accommodations for my passenger.

The last drop (lift) has me left with some physical problems that I am trying to work through. I have been doing physical therapy, have an MRI scheduled and will meet with a neurosurgeon and a neurologist to see if we can determine what is going on with my difficulty walking. It is winter, and while I have always managed to get a ride in every month of the year, I have parked the bike pending the outcome of treatment.

One of my frustrations is with the intended helpful suggestions from well-meaning friends and relatives.

Motorcycling has been one of the more enduring of my passions, and the possibility that I may have reached the end of that part of my life is something only I can come to terms with. I will manage that if I must, but not without exploring all the alternatives.

Hopefully, my medical team will come up with a solution that will give me more time on the bike.

of Newfoundland.

I have attached a pic of one of my trips on the island on the south coast, loading the bike onto the coastal boat that travels between Pool’s Cove and Bay L’Argent.

If you ever come to the ROCK, drop me a line.

Rick Wheeler #223491 Pasadena, Newfoundland

Nick Schmutte #93674 Avon, Indiana

Attitude

I just read Bill Shaw’s article “Traffic Stop, Part 1,” in the December 2021 issue of BMW Owners News.

I was enjoying his article until I got to the second to last paragraph where Bill states without basis or reason that a 60-year-old white woman will likely have a better interaction with police than an 18-year-old black male. As a police officer with over 32 years in law enforcement, I find this highly insulting to the law enforcement community and proven to be without basis. Bill also states that blacks are disproportionately pulled over.

First of all, until you have someone pulled over there is no way to know what race they are. Here is a link to an article that debunks this myth: city-journal.org/ html/racial-profiling-mythdebunked-12244.html.

One’s outcome on a traffic stop is mostly dictated by the attitude of the person stopped and not, as Bill stated, usually decided beforehand.

Kevin O’Keefe #188162 Buckingham, Pennsylvania

Hello from the Rock!

I joined the BMW MOA a few months back on the advice of another member. I am glad I did. Great family here!

My first BMW was a 2001 R 1150 GS that I sold after putting on 62,000 miles, and I then picked up a 2014 R 1200 GS which currently has about 58,000 miles. I average about 6,000 miles a year, with most of my riding in my home province

slipping backwards onto the concrete floor and a helicopter ride to the Fort Worth trauma center, I realized time had caught up to me, and my BMW riding days had abruptly ended.

I cannot express my thanks to my BMW motorcycles that never left me stranded.

My neurologist told me it is probably time to quit my riding days, a hard decision but the right one. I now ride my Vespa GTV250ie on shorter rides as the thrill of riding is still strong, but gone are the long-distance rides around Texas and America. What a great trip it was, but all good things must come to an end.

Ride on safe, my BMW family, and thanks for the memories. I will always cherish the time spent on my beloved BMWs and remember it’s not the miles per hour, but the smiles per hour. Adios.

Donovan Reese #77894 Granbury, Texas

Never Assume

Ride on Safely

As a BMWMOA member for over 35 years, this is my “goodbye to a trusted friend letter.”

My journey with BMWs began over 40 years ago on my first wedding anniversary when I bought my first BMW, an R 90, then continued to an R 80, an R 100 RS built by Reg Pridmore, my 2001 K 1200 RS (which was the only bike I bought new), to a 2001 R 1150 GS that took me from Texas to Alaska and back and finally to my last bike, a 2009 R 1200 GS. I now say goodbye to that ’09 GS. Having traveled over 250,000 miles and NEVER once being involved in a crash, which is an amazing feat, I broke my C2 vertebrae while in my garage while getting into my Can Am UTV. After

This is easily the dumbest and most dangerous stunt I have ever seen done on a motorcycle. Accepted safe riding practices almost got me into a really bad situation.

In the midst of passing a semi on I-5 while traveling at about 80 mph, I saw a relatively distant motorcycle headlight in my rear-view mirror. It was approaching at an obviously high speed. OK, I thought, I will finish passing the semi, signal my lane change and allow the approaching bike to pass.

Fortunately, I checked my mirror before changing lanes as the approaching bike was already passing between me in the center of the left lane and the semi in the right lane! I had underestimated the speed of the approaching motorcycle, which was obviously well over 100 mph.

Moral of the story: Never assume there are normal limits of rational behavior among our fellow motorcyclists.

Lane sharing is one thing, but blatant stupidity is another.

Larry Janssen #100604 Stillwater, Minnesota

February 2022 | BMW OWNERS NEWS

15

Donations Make the Difference

By Rik Lewis #217253

The BMW MOA Foundation is a 501(c)(3) non-profit organization dedicated to improving rider safety by providing funding for education and training programs that support motorcycling and its rich heritage. Achieving this mission is made possible via a generous donor community of motorcycling enthusiasts. Please consider joining that community now, as every donation helps create better trained and safer riders.

There are a variety of ways you can make a difference in the lives of motorcycle riders through education and training.

Here are brief descriptions of donation methods that work well for the Foundation and have advantages for donors.

DIRECT CASH GIFTS Cash, Check or Charge!

The MOA Foundation is registered as a designated charity in all 50 states and can legitimately accept cash donations from various sources. Of course, the most traditional method is a check for any donation amount mailed to the BMW MOA membership office in Greer, South Carolina.

The Foundation can also accept online donations made with a credit card. Visit bmwmoaf.org to donate online or call (864) 438-0962, and the membership team will be glad to help. Donations can be in any amount, large or small, and all gifts immediately impact the Foundation’s program for rider training. Most gifts of cash can be tax-deductible for the donor.

Donate a Little to Help a Lot

A very popular option for Foundation donors has been a recurring donation charged to a credit card. The Foundation uses a secure online platform that accepts donations on a regular interval, such as monthly or annually. This is a great way to have a significant impact with a small, monthly donation.

Visit bmwmoaf.org to find out more and complete your donation.

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BMW OWNERS NEWS | February 2022

Let Your Company or Employer Double the Impact

Many employers have community impact programs or matching donation programs that match individual donations to a charity of your choice, often doubling the impact of your donation. The donor may receive full tax credit for the matching gift. Check with your HR department at work to find out if your company has a matching donation program. The Foundation works with several matching platforms to make this a viable donation source.

Non-Cash Gifts That Help Today

Charities that accept non-cash gifts must have a use or outlet for the donation to be effective. The Foundation has equipped itself to accept a variety of non-cash gifts that can significantly impact its programs.

Interesting, Unique or Valuable Motorcycles

Motorcycles that can be sold and converted to cash are always accepted.

Four motorcycles have been previously donated to the Foundation and converted to raffle prizes or fundraising projects. The Foundation also accepts motorcycles with historical significance for archival purposes.

There are currently four motorcycles on display at the BMW Clubs campus in South Carolina.

If you have a motorcycle that could use a new lease on life, contact the Foundation for options to donate the vehicle and make a lasting impact.

Real Estate

Although donating real estate may sound complicated, it is a relatively simple donation if you own property that is not mortgaged, has appreciated in value, and you no longer need or use it. You can deduct the fair market value of your gift and eliminate all capital gains taxes. Plus, you have removed the asset from your taxable estate. Real estate can also be used to fund a charitable remainder trust or a charitable gift annuity. Members of the Foundation Board of Directors can speak to you about real estate donations and effective donation strategies.

Charitable Lead Trusts

Several types of Charitable Trusts exist, but the most popular is often a Charitable Lead Trust that provides income to the charity for a period of time before the income-generating assets revert back to family members, usually at a significant tax savings. Every situation is unique, but your tax professional and a Foundation representative can provide guidance and discuss the unique advantages of Charitable Lead Trusts.

IRAs, 401(k)s and Other Retirement Funds

Securities, Savings Bonds and Monetary Instruments

Simply designating the Foundation as a beneficiary of an Individual Retirement Account, 401(k), or other retirement asset is an easy way to make a difference in the lives of motorcyclists. Retirement funds are some of the most heavily taxed of any estate asset and often the best asset to give to charity. You simply complete a beneficiary designation form to direct all or a percentage of what remains after your lifetime. It is that simple! The company that manages your retirement fund can provide you with a beneficiary designation form, or it may be on the company’s website.

There can be significant tax advantages to donating stocks and other securities that have appreciated in value. You should always consult a tax professional to determine the exact benefit, but the Foundation is equipped to accept donations of stocks, securities and other monetary investments.

February 2022 | BMW OWNERS NEWS

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LEGACY GIVING AND LIFETIME GIFTS

ALTERNATIVE SUPPORT OPPORTUNITIES

Life Insurance Proceeds

Foundation Fundraising Raffles

You can make a gift of a new or existing policy, which results in a current income tax deduction, by designating the MOA Foundation as a beneficiary. It is often a simple process to make the Foundation the owner of a policy or change a policy’s beneficiary designation.

Bank or Brokerage Accounts

It’s very easy to complete “Pay on Death” or “Transfer on Death” instructions to include the BMW MOA Foundation as a beneficiary.

Your banker or broker will inform you of the procedures to complete your arrangement.

Charitable Gift Annuity/Charitable Remainder Trust

Charitable annuities or trusts pay an income to the donor for a designated period before releasing the remainder of a person’s estate as a charitable gift. These are typically more advanced and giving strategies, but the Foundation can help to structure a Charitable Gift Annuity or Remainder Trust along with your Estate Planning professional.

Retained Life Estate Trust

You can transfer the deed of your personal residence or farm to the Foundation now and keep the right to live in and use the property for your lifetime. You will receive a current charitable deduction in an amount based on your age and the value of the property.

Specific Dollar Value in a Will

A bequest through your will or living trust is the most frequently completed planned gift. You have the joy of planning your bequest now, but you do not actually make your gift until after your lifetime.

You may leave property or a specific dollar amount from your estate.

Percentage of Identified Asset Value

Instead of a specific dollar amount, some donors choose to leave a percentage of their estate. A similar process to designating a dollar value, donating a percentage of your estate allows for fluctuation in estate value and does not disadvantage any of the beneficiaries of estate giving.

The Foundation has enjoyed an exciting and successful rafflebased fundraising program, including the “Superstakes,” the “Completely Vintage Raffle’ and the “One Ticket & You Pick It” raffle. Tickets are available during specific time periods with great odds of winning for MOA members.

Proceeds from these fundraising events support current year programs and cover overhead expenses so that all charitable donations are used specifically for Foundation mission programs.

AmazonSmile Every purchase you make at Amazon.com could benefit the MOA Foundation. Through the Amazon Smile program, Amazon donates .5% of eligible purchases to a charity of your choice. You simply need to designate the BMW MOA Foundation as your charity and perform your normal shopping at smile. amazon.com. You can also visit the Foundation website at bmwmaof.org and click the Amazon logo. To date, the Foundation has received more than $4,256 from the AmazonSmile program.

M4 Motorcycles BMW MOA member Joe Tatulli created the M4 Motorcycle brand to increase the visibility and awareness of motorcyclists on the road. Purchases you make at m4motorcycles.com can include a donation amount to the MOA Foundation. Use the coupon code MOAFOUNDATION when you check out to generate a donation to the Foundation.

ALWAYS CONSULT AN ESTATE PLANNING OR TAX PRO Tax laws and charitable giving eligibility changes frequently.

Donors considering complex giving strategies should seek guidance from estate planning or tax professionals. You may contact any Foundation Board of Directors member listed on the “IN THIS ISSUE” page of BMW Owners News to discuss potential donations. All information discussed or provided to the Foundation’s personnel will be considered confidential.

YOUR SUPPORT IS APPRECIATED MORE THAN YOU MAY KNOW Your gifts to the MOA Foundation have a powerful, lasting impact on the MOA community. The Foundation Board of Directors is composed of a group of committed volunteers who believe in the importance of training every motorcycle rider.

Most members are also donors in some way, and your support of the MOA Foundation is profoundly important to each of our volunteers. The Foundation and its Directors would be grateful if you donate now or begin your planning process for future donations. The lives of motorcyclists depend on it!

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BMW OWNERS NEWS | February 2022

Three Times the Love for Motorcycle Safety There’s a wild bunch of BMW riders in northern California. They’ve been riding and camping together since 1965. They pioneered the first 49er rally in 1971 and made history again in 2021 by donating $3,000 to the SafeMiles Endowment with a challenge to the MOA Foundation to make it count for the long-term future of motorcycle safety. Challenge accepted.

The MOA Foundation and the BMW Motorcycle Owners of America will match any chartered club donation to the Foundation’s SafeMiles program. Every dollar donated by MOA Chartered clubs is now worth $3 for the long-term future of motorcycle rider safety, education, and training.

Congratulations, NorCal. Your commitment to motorcycling and riders everywhere is now three times the love!

Visit bmwmoaf.org to find out more about the SafeMiles Endowment and how your Chartered Club can make a 3x difference.

February 2022 | BMW OWNERS NEWS

19

NEWS

Corbin releases Canyon Dual Sport saddle for F 900 R and XR Corbin’s new Canyon Dual Sport saddle for the F 900 R and XR is built using high density Comfort Cell foam to allow a clean profile while providing a firm supportive ride that lasts. Rider seating is ergonomically shaped to fit the curve of a rider’s body and provides better weight distribution, which helps to eliminate the centralized pressure and “bunching” felt from the stock seat.

In the nose area, the saddle is narrower to allow for ground reach. Passenger seating area is designed with a neutralized platform to stop sliding forward, and dished shaping provides an excellent contact patch while maintaining a clean look.

For additional comfort and security, the Corbin saddle works with an optional removable passenger backrest, and the saddle is available with optional seat heaters.

The Canyon Dual Sport saddle mounts to the motorcycle just as the stock saddle does and secures with the BMW key lock system.

For more information, visit corbin.com.

Bring a BMW M 1000 RR to your desk!

BMW Motorrad and LEGO Group have teamed up to produce the the LEGO® Technic BMW M 1000 RR. This intricate 1:5 scale model made up of 1,920 individual pieces is a motorcycle model in a class of its own. Built with a meticulous attention to technical details, the model features are sure to appeal to model building and motorcycle enthusiasts alike.

Fully functional components include the threespeed gearbox, the upside-down fork and the rear swingarm with suspension, as well as the dashboard with three different display options and the goldcolored drive chain. The included paddock wheel stand and pit board also provide authentic racing flair.

Samuel Tacchi, designer at the LEGO Group, said, “It’s been so much fun getting underneath the skin of such a significant model for BMW Motorrad. There’s a reason why these beautifully engineered bikes are so universally loved by the biking community, and we are confident our LEGO Technic version is a winner like its real-life namesake.”

The LEGO Technic BMW M 1000 RR will be available exclusively in LEGO stores and on LEGO.com from January 1, 2022, and from other retailers from March 1, 2022, at a recommended retail price of $229.99.

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BMW OWNERS NEWS | February 2022

BMW MOA Foundation President, Tom Gary (left) holds a placard displaying the winning One Ticket & You Pick It number as BMW MOA Executive Director Ted Moyer finds the name holding the winning ticket at the drawing held in December at Motoworks Chicago.

Congratulations to John Boon of Frederick, Maryland!

Congratulations to John Boon (#140017), the winner of the One Ticket & You Pick It raffle sponsored by the BMW MOA Foundation.

Boon's winning ticket was chosen in the drawing held Saturday, December 18, 2021, at Motoworks Chicago. As the winner, Boon wins his choice of any BMW motorcycle in the 2022 model lineup plus his choice of factory installed options. John’s winning ticket was chosen from the more than 13,345 tickets sold.

Proceeds from the MOA Foundation’s One Ticket & You Pick It raffle benefit the rider safety, education and training initiatives of the BMW MOA Foundation.

Michelin’s Road 6 tire raises the bar for sport touring motorcycles Michelin’s newest tire is designed to improve performance for roadster, trail, sport and GT motorcycles and is available in both the standard tire range, as well as the GT tire range for larger, heavier touring motorcycles.

Compared with Michelin’s Road 5 tire, the new Road 6 tire has 15 percent more grip in wet conditions thanks to silica technology tread compounds and a new tread pattern featuring Water Evergrip Technology. Additionally, the Michelin Road 6 tire delivers 10 percent longer tread life.

An optimized ratio of grooves to rubber gives improved grip performance in both wet and dry conditions. This ratio is not compromised when cornering and gives riders constant and accurate feedback from their tires.

X-Sipe Technology™ combined with Water Evergrip Technology™ ensures the tire has consistent grip throughout conditions and maintains its grip even as the tire wears, giving riders confidence in the tire from the first to the last mile. Silica Rain Technology™ improves the tire’s grip in colder conditions and on wet roads, promoting continuous performance and longer tread life.

The new tire range includes six front and eight rear sizes, while the GT tire range is available in one front and three rear sizes. This complete range provides fitments for everything from small roadsters such as the KTM 390, through trail bikes, and up to GT machines such as the BMW K 1600 GT/GTL.

February 2022 | BMW OWNERS NEWS

21

NEWS

The 2021 Grand Coddiwomple ends and a new Challenge begins!

OUR FIRST BMW MOA GRAND CODDI-

womple event was envisioned as a no-costto-you benefit for MOA members and as a way of providing another excuse to get you out on your bike and have fun. Essentially, the inaugural 2021 Grand Coddiwomple was a large-scale scavenger hunt where riders visited locations called “Challenges,” then provided proof of the visit by photographing their bike, the Challenge location and their individually numbered Grand Coddiwomple flag.

The 2021 Grand Coddiwomple was composed of eight challenges. Two required spelling out the phrase “SADDLE UP AND RIDE” using the first letter of different place names and were worth either 200 or 600 points, with the remaining six challenges worth 50 points each. Some challenges were limited to one submission each and others were unlimited. Last year, the event ran from April Fool’s Day to Halloween, and in the end, 741 riders registered with 152 riders submitting at least one photo and 133 completing the Coddiwomple by earning at least 300 points. Some riders completed the

Coddiwomple by riding close to home, while others rode the continent!

Being a first-time event for both the event organizers as well as most of the participants, it proved to be a learning experience for everyone. The organizers learned that as much as they thought they had water-tight and clear rules, the participants were far cleverer by finding other valid interpretations which resulted in it being easier to max out submissions for some of the challenges. In the end, nearly 6,000 photos from our 133 finishers were judged!

For their part, many of the participants learned much about taking usable photos of the Challenge “thing”, their flag and bike (or face), and about posting those photos and capturing links on any number of photo sharing sites. Many messages were exchanged between contest judges and the participants to give each submission it’s best chance for acceptance. Though our judging and scoring software system required more people and steps than we wanted, our fabulous volunteer judges, in the best tradition of MOA volunteers, just

Richard Peebles (#151945) and his interpretation of the Challenge "Fall in Love."

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BMW OWNERS NEWS | February 2022

made it work without complaint! We cannot list them all here, and we cannot thank them nearly enough! You know who you are, and you made our 2021 Grand Coddiwomple possible!

The initial goal for the contest was to have fun, and we received some very gratifying comments including: “(I’m) excited about this challenge, think it’s a great way to plan some (new) rides this summer!” and “I Coddiwompled this weekend. A glorious, 1,000+ mile loop through southwest Colorado, enjoying the spring and the lack of crowds and traffic, and beginning to collect photos for the ‘Saddle Up and Ride’ gold challenge.”

In the end, the top three finishers were awarded a beautiful plaque and a Coddiwomple pin. All others who completed Coddiwomple by accumulating 300 points received a letter-sized “Certificate of Completion” suitable for framing and a pin. All participants were eligible for a random drawing of 15 modest prizes. Our top ten finishers for the 2021 Grand Coddiwomple were:

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Grand Coddiwomple winner David Graves (#198676).

Place 1 2 3 4 5 6 (tie) 6 (tie) 8 9 10

Flag# 268 686 98 453 14 611 472 450 175 445

Rider David Graves Jennifer Ott Bill Edwards Sharron Zoyhofski Greg Deckrow Tom Wilmotte Robin Hyde Beth Forristall Michael Blotzer Jane Bixby

Score 23,800 20,450 15,400 15,250 12,150 11,950 11,950 9,500 8,050 7,700

Announcing the 2022 Grand Coddiwomple!

Just as in 2021, registration for the 2022 Grand Coddiwomple, with updated rules and all new Challenges, opens on February 2nd, Ground Hog Day. The event begins on April 1st, April Fool’s Day and ends on October 31st, Halloween. To get a copy of the new Rules and Challenges, and to register, visit bmwmoa.org/coddiwomple.

For 2022, there are some important changes in the rules regarding for how places are defined, so it is very important to read them carefully! The Challenge theme this year is “Wander Farther,” the 2022 Rally tag line. The Challenges are all new this year, so read very carefully! We hope these changes will make your participation easier and more fun, along with making our task of judging more fun and efficient.

Thank you to all who participated in 2021 and all who will in 2022! It has been our great honor to Coddiwomple with all of you!

Grand European Tour

HIGHLIGHTS Budapest, Krakow, Prague, Vienna, Salzburg, Riding in Austrian Alps and High Tatras Mountains, Balaton Lake.

NEXT TOUR DATE JUN 15 - JUL 2, 2022

adriaticmototours.com COUNTRIES Poland, Austria, Czech Republic, Slovakia, Hungary, Slovenia

DURATION 18 days / 16 riding days

BMWON-120x82-GET.indd 1

15/12/2021 10:33

www.euromotoelectrics.com February 2022 | BMW OWNERS NEWS

23

ROUTE LENGTH 2.700 km (1.700 miles)

R A L LY

NEWS

Why the Slash 5 Matters

By Greg Feeler #2241 Rally Co-Chair ONE OF THE WAYS THE 2022 BMW MOA

Wander Farther National Rally is helping celebrate the 50th Anniversary of the MOA is through our selection of a beautifully restored, 1972 BMW R 75/5 in Monza Blue as our prize bike! We picked this model specifically as it was typical of what you would have ridden home from your BMW dealer in ’72, the year the BMW MOA was founded. Usually, that in itself wouldn’t be significant enough to draw any attention, but the Slash 5 was not just any motorcycle, as many believe it was essential for the success of BMW motorcycles, the BMW

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BMW OWNERS NEWS | February 2022

MOA and the BMW motorcycle community at large. Without it, we likely wouldn’t be here.

If you weren’t riding in 1972, it’s difficult to understand just how much the motorcycle world has changed in the past 50 years. By 1969, the Japanese manufacturers were making great progress into the large displacement market and had just introduced the CB750 to worldwide acclaim. With an overhead cam, in-line 750cc four-cylinder engine, beautiful paint, much chrome and polished alloy and a front disk brake, it made all competitors

look outdated virtually overnight. At the time, the British brands and Harley-Davidson were struggling and leaving BMW as the only European brand of any consequence in the U.S. and their future was far from certain. BMW had to do something to get back into the game or fold their cards.

That something was the introduction of the Slash 5 series introduced for the 1970 model year. These bikes, revolutionary by BMW standards, introduced the completely redesigned 247 series engines, the first such change in a decade and a half.

With a cam shaft set below the crank to raise the cylinders for more sporting ground clearance, the 750cc engine produced 50hp and used modern constant vacuum (CV) slide carburetors.

The bikes had a modern frame with the recently introduced US model telescopic forks, an electric starter was spun by a 12-volt electrical system with an alternator rather than a magneto.

Emphasis was on performance, handling and modern technology. However, the Slash 5 was also a transitional model, as it retained several characteristics of the prior /2 bikes including a four-speed transmission, an instrument cluster sunken into the headlight nacelle, a kick starter, front and rear drum brakes and the infamous and historic “nail” key which fit any BMW motorcycle. By BMW standards, the Slash 5 was a giant leap forward, but would it be popular enough to succeed in the competitive market?

In a word, yes! The BMW faithful largely supported these new bikes, and BMW gained many new customers. During their four-year production run, BMW sold just under 69,000 Slash 5s, which is more than their total sales from 1955 through 1969! If the /5 failed, many believe BMW would have exited the motorcycle market, and without a supply of new bikes, the clubs, both local and national, would be gone.

But the reverse happened; sales grew and the Slash 5s led to more developed series like the Slash 6 and Slash 7 and beyond, known collectively today as the classic “Airheads.” The R 90S, a Slash 6 introduction in 1974, stood the motorcycle world on its head, as many consider it the first true superbike, and shortly after its introduction, race modified R 90Ses were winning AMA Superbike races. It appeared the “old man’s motorcycle” had come a

very long way in six short years.

The large sales numbers of Slash 5s added thousands of new BMW riders and grew the local clubs. The BMW MOA was founded in large part to provide more and better information and communication between and among the local clubs and individual BMW owners. This is why 50 years after the Slash 5s introduction, I can write this story and you are here to read it.

Personally, in the spring of 1972 I knew very little about motorcycles and nothing at all of the significance of this German motorcycle.

In ’72 I had taken the parts manager job for the summer off from college. Shortly after starting work there, I bought a used Yamaha 305 Big Bear and a month later, a shiny new Yamaha RD350. Then, another month or so later a shipment of five new BMW Slash 5s showed up in impressive wooden crates. Unknown to me, my boss had decided to take on BMWs again and these bikes represented the initial order.

That evening, the boss, the shop’s lead mechanic and I uncrated three Slash 5s, set them up and went for a long summer evening ride.

Everything changed for me that night. In less than 100 miles my priorities were completely reordered, and I had the second greatest experience of my life—or maybe it was the first. What I did know was that I wanted to have one of these motorcycles.

No, that’s not strong enough, I HAD to have one—NOW—IMMEDIATELY! The next morning, I bought my very first BMW, deciding to lay out a year of

college to pay for it. I had no plan at the time and hadn’t considered if this was a good decision when weighed against my other life goals. Hell, just riding this new BMW was now my life goal!

I absorbed BMWs and motorcycles in general like a vacuum cleaner and became the house expert on touring bikes and accessories and the lead BMW salesperson.

Other than the sad facts that working in a bike shop is not the best move if you like to ride a lot in good weather and the money was poor, that was the best job I ever had.

To Slash 5 owners, for the BMW MOA and for the Slash 5s themselves, we are asking that you bring your Slash 5 to the Springfield Rally! Bike condition is not a criterion, only the start of a good conversation. If you bought the bike new, bring it! If it looks like you just dug it up, but it runs, bring it! If it’s a daily rider, bring it! If you must or want to trailer it for any reason, bring it!

We are planning a special section in the traditional rally bike show for all Slash 5s, and we are planning on taking the largest Slash 5 group photo ever created! We don’t have everything worked out yet, but if you have a Slash 5 or can get one in time, you really don’t want to miss this! Rally Chair Brian Burdette and my fellow Co-Chair Pat Carol will be riding their R 75/5s, and I will be there on mine as well—the very one I bought in 1972.

These bikes were built to Wander Farther, so let yours take you to Springfield this coming June!

February 2022 | BMW OWNERS NEWS

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NEWS

Meet your MOA Foundation Directors Tom Gary (President)

Tom resides in Saline, Michigan, with his wife Debbie. Tom is retired after a 38-year career with Norfolk Southern Corp., where he managed Automotive Operations and Damage Prevention efforts.

Tom has been riding since in 1971 on a Honda CB 750 K1, and joined the BMW MOA in 2000 after buying his first BMW. He is also member of BMW Touring Club Detroit (Charter Club #1), where he has served as Vice-President and President. He is also a member of the BMW RA, where he serves as a Regional Director. He is also a past Director/Treasurer of the Curve Cowboy Reunion (Charter Club #282).

Pam Werstler (Secretary)

Pam met her husband in 1984 when Tom took her on their first date on a motorcycle, and they have been riding together since. Tom and Pam currently ride a K 1600 GTL trike known as “Smokey.”

Pam likes to carry a camera or two while riding to take photos along the way and especially likes to shoot old barns. Pam is the Secretary of the BMW Motorcycle Owners of Alabama, has served on various boards throughout the years, and looks forward to serving on the Foundation Board.

Dan Finazzo (Treasurer)

Dan and his wife Lauria live in Waconia, Minnesota, where he holds a Professional Engineering license and is approaching five decades of service, with retirement just around the corner.

Dan began riding as a teenager and in 2003, after a 25-year hiatus from street riding, he bought a new BMW K 1200 LT.

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BMW OWNERS NEWS | February 2022

Dan has enjoyed being a member of local BMW Motorcycle clubs and his membership in the BMW MOA and BMW RA. He was also on the Board of Directors of the Curve Cowboy Reunion (Charter Club #282) until the end of its 17-year run.

Dan looks forward to working with the Foundation, promoting rider training, safety and education.

David Dunn (Director)

After working as an investment banker, owning several businesses, and doing small business development, Dan currently works in economic development and co-runs a manufacturing incubator in Pennsylvania.

David has been riding in college then took a 15-year break to raise his kids. He came back to riding in 2004 when he bought a 2002 RT and joined the BMW MOA. David has served on many non-profit Boards and has donated his time to many charities.

David currently rides a 2015 K 1600 GT and is looking forward to building the Foundation into a self-sustaining organization that supports rider safety, education and training.

Andreas Gneist (Director)

After many years in the corporate world, in 2017 Andreas quit his job and with his wife Carolann moved to Vancouver Island, British Columbia, where their new motto has been to “only do things which are fun, may help others and are purposeful.”

Since the move, Andreas has engaged in collaborations with universities, worked for a global social enterprise in Vancouver, served on a non-profit board and recently, set up an initiative connecting motorcycle

riders with carbon offsets after witnessing the devastation left by British Columbia’s recurring wildfires.

Andreas has long been engaged with rider training including comprehensive street riding programs in Europe and off-road and trail riding in the U.S. He currently owns three R 1200 GSAs and believes in the unique platform the MOA Foundation provides of connecting with people and providing training opportunities for those who aim to become more skillful riders.

Rik Lewis (Director)

After nearly 40 years of working as a professional engineer, Rik is a new retiree and is exploring volunteer opportunities to make the motorcycling world a safer place. Rik started riding at age 40 and joined the BMW riding community in 2019. He currently rides a 2016 F 800 GT and enjoys motorcycle rides of any duration in almost any location.

As a strong believer in the values and concepts of servant leadership, Rik believes promoting rider training and safety via the strong teamwork approach used by the Foundation and its excellent symbiotic partnership with the MOA is a great way to insure the future of safe and enjoyable motorcycle riding.

Rik and his wife Joan divide their time between Chicago and Naples, Florida.

Marshall “Marty” Martin (Director)

After a 23-year career serving in the Navy and 14 years working in the defense contractor world, Marty now serves as the Senior Director for Strategy and Education for the Naval Aviation Museum Foundation.

Marty started riding as a teenager in rural Tennessee and bought his first bike while in flight training in Pensacola, Florida. After a 20-year riding hiatus when raising his family,

in 2009 he bought a Harley then in 2015 wised up and bought his first BMW–a K 1300 S. He currently owns a K 1600 GTL and R 1200 RT. Serving the MOA Foundation gives him the opportunity to pursue his passion for riding, while providing an opportunity for fellow riders to improve their skills using aviation safety and risk management principles.

Marty and his wife Sarah live in Pensacola.

"DAY-LONG" TOURING SADDLES By

Russell

Steve Martin (Director)

Steve lives in northwest Iowa with his wife Jo. Steve’s family has always embraced motorcycling, and has ridden and owned motorcycles since 1970. In 1995 he purchased his first BMW and currently rides an R 1200 RT and a Ducati Monster.

After a career in commercial printing, he “sort of ” retired in 2016 then worked for several not-for-profit organizations as Director of Development where his work was to increase donor engagement and raise funds.

About 20 years ago, Steve and his wife were returning home from a motorcycle ride and came across a motorcycle crash. After witnessing that terrible scene, he contacted his local community college to ask about helping their motorcycle training program.

He was subsequently trained by the MSF and spent the next 10 years training new riders.

Motorcycle training and safety is his passion.

Walton Rogers (Director)

Walton started his financial career at age 30 and spent more than 45 years helping people build wealth.

Walton served on the Foundation Board and Executive Committee of an International Association of Financial Professionals–the MDRT. These organizations promote training to better help others just like the MOA Foundation.

Walton has been married to Linda for 30 years, and they live in Amelia Island, Florida.

Walton says his attraction to the MOA Foundation was because its primary purpose is to train every rider. This not only refreshes our perishable skills, but it makes things safer and more fun for everyone.

February 2022 | BMW OWNERS NEWS

27

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NEWS

Welcome our newest MOA members "I am really excited about finally joining the BMW MOA. I have ridden for more than 50 years, if you go back to my earliest days on mini-bikes, but this is the first BMW motorcycle) that I have ever owned.

I recently got a 2021 R 1250 GSA! I broke it in within the first few days, got it serviced, then took it on a trip. It was a long trip, so I hauled it, and did not get to ride it as much as I wanted due to weather. But, one of my stops was at the BMW Performance Center for a one-day private class! It was awesome, and I learned an incredible amount.

After a little more than a month, I have more than half of the miles on this new BMW that I had on the brand X bike I had for three years that I just sold.

I love this bike! I have owned more than 10 bikes and have ridden who knows how many. This BMW is by far the smoothest, most enjoyable ride that I have ever had!"

Eric D. Beal #226319

Nocona, Texas

Kyle Armstrong Mason, TN Ax Axmaker Meridian, ID Paul Baker Berthoud, CO John Balparda Middlebury, VT Danny Banda Carson City, NV Scott Baxter Bedford, TX Eric D Black Phoenix, AZ Brook Boehler Centennial, CO Alan Bolitho Victoria, BC Yossi Bonomo Mundelein, IL John Borden Menomonee Falls, WI Sammy Boren Maryville, TN Jeremy Bowman Bella Vista, AR John Boyd Dillon, GA Derek Brackley Dartmouth, NS Lindsay Brandon Brownstown, MI William Bruner Terre Haute, IN Joe Buchwitz Huntington Woods, MI Gabriele Capps Wind Lake, WI Alex Carlson Fort Collins, CO Brent Carroll Black Mountain, NC David Carter Kanata, ON Lachlan Cash Issaquah, WA

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BMW OWNERS NEWS | February 2022

James Casper Windsor, CO Leslah Casper Windsor, CO Stephano Casuso Bartlett, TN Carla Cavanagh Sagamore Hills, OH Charlie Clark Beaufort, SC Phillip Collier Caledonia, MI Jacqui Cosgrove London, ON Brian Croke Mountain Top, PA Christopher Cunningham McKinney, TX Alexandre Da Rosa Garden Grove, CA Tom Darezzo San Mateo, CA Alex De Oliveira Enterprise, AL Julien Denaes Louisville, CO Caroline Denaes Louisville, CO Alain Deschamps Dorval, QC Tiziano Diamanti Pass Christian, MS Vess Djoev Gilbert, AZ Chris Dorsett Colorado Springs, CO Bernard Downey Ortonville, MI Callie Doyle Cleveland, TN Jim Duran Palm Coast, FL Darrell Duszka Bruce Twp, MI Andrew Dyson Colorado Springs, CO

Tim Eick Williamsburg, VA Richard Ellison Portland, OR Melissa Emhof Greenville, SC Ransom Erb Lancaster, PA John Evans Grand Junction, CO Bill Ewert Germantown, WI Callis Ferguson Lexington, KY Tony Festa Marina del Rey, CA Charles Field Estero, FL Mark Figueroa Chalfont, PA Brian Finet Monticello, IL Bill Formwalt Parker, CO James Fox Lake Orion, MI Dick Friel Nampa, ID Glenn Fritsche Durango, CO Amy Fuson North Providence, RI Ernesto Garcia Lemont, IL Fred Gately Murfreesboro, TN Max Gee Collinsville, IL Micheal V Gerald Hattiesburg, MS Sean Giehl Aurora, CO Peter Girgis Arroyo Grande, CA Philip Goddard III Longmont, CO

Dominik Goertz Fort Myers, FL Ronald Goff Aurora, TX Van Grainge Rio Vista, CA Robert Gray Oxnard, CA Stan Gregory Council Bluffs, IA David Griffin Akron, OH Kevin Guarderas Secaucus, NJ Matthew Guinan Manhasset, NY Gary Haefer Prairie Du Chien, WI Rob Hamilton Fpo, AP Thomas Heil Batesville, IN Scott Hemauer De Pere, WI Craig Henry Bath, MI Gil Hidas Mulgrave, TX Pierre Hilaire Lorette, MB Mark Hilton Barnstead, NH Roy Hoisington Buford, GA Rajan Hooda Wellington, FL Richard Hudson Cornville, AZ Talmadge Isbell Atlanta, GA James Ivanko Seneca, SC David Jessen Belgrade, MT William Johnson Prospect Heights, IL Richard Johnson Pearland, TX Peter Jordan Shoreham, NY Rafael Kansy Irvine, CA Philip Kim Palisades Pk, NJ Jae Kim Northbrook, IL Steve Kirsch Boise, ID Robert Klein Bemidji, MN Glenn Kosaka Newcastle, WA Keith Lamb Peoria, AZ Corey Lewis Salt Lake City, UT Ryan Lindblom Rapid City, SD Richard Looney Marlow, OK Matthew Loverink Lake Stevens, WA Todd Low Rock Hill, SC Ryan Lupberger New York, NY Michael Lutz Indianapolis, IN Sylvia Mabe Land O Lakes, FL Randy Maisam Castle Pines, CO Mitchell Malewany West Hollywood, CA Douglas Keaton Mallamas Hayesville, NC Ryan Mangahas Troy, MI John Marinkovich Torrance, CA Jack Marszalek Highland Park, IL Greg Matherson Glenmoore, PA Steven May Provo, UT Jeffrey Mazure Traverse City, MI

David McCarthy Anchorage, AK Richard McCormick Seligman, AZ John McCoy Minden, NV Matt McDonald Chapel Hill, NC Brian McPhail Mechanicsville, VA Bradford Mersereau Clarence Center, NY Kenneth Metcalf Bonita Spgs, FL Robert Michenfelder Lebanon, NH Bryant Miller Plainfield, IN Mark Miller Carmel, IN Winston Millican Fleming Island, FL Melissa G. Mitchell Peoria, AZ Mark Mniszewski Missoula, MT Michael Moffett Monticello, IL Marquis Morgan Charlotte, NC Jed Morse El Dorado, KS Aram Moss Glendale, CA Steve Moy Wakefield, RI Ranjit Mulay Westborough, MA Tom Mustapich Glen Cove, NY Goran Nakovski Darien, IL Laszlo Nemeth Coffee Springs, AL Thomas Neth Colorado Springs, CO Kelly Newburg Richmond, VA Ron Nichols High Ri, AB Adam Nicholson North York, ON Patrick O’Kelly Broomfield, CO Ryan Pan Denver, CO David Parker Brandon, MB Dan Parotti Bloomington, MN Gerald Peach Arlington, TX Kimberly Pelarski Seattle, WA David Pelsue El Mirage, AZ Steve Perry San Antonio, TX James Pompa Ellenton, FL Nallasamy Ponnusamy Stamford, CT Kenneth Potter Simpsonville SC Arun Prabhu Wilton, CT Jeroen Prenburg Longmont, CO Bill Pyszka Blairsville, GA Donald Ramey Polk, OH Brian Rashid Columbus, OH Celeste Renoewick Lakeland, TN Thomas Riead Highlands Ranch, CO Chris Robinson Cookeville, TN Leopoldo Ron-Pedrique Doral, FL Neal Rossel Saint Louis, MO Anthony Royer Johnson City, TN Peter Sammons Portland, OR

Ruben Sanchez Oak Forest, IL Ben Sandidge Danville, KY Chris Sawtelle Puyallup, WA Dan Schaefer Atlanta, GA Dieter Schemberger Fairfax, VA Benjamin Schupack Houston, TX Dake Scott Amsterdam, NY Mike Seaver Johnson City, TN Kay Shaw Harrison Township, MI Jay Shealy Sumter, SC Mario Shen Palo Alto, CA Gary Skaggs Madison, AL Stephen Slingerland Travelers Rest, SC Barbara Smart Corrales, NM David Smith Bryant, AL Steven Smith Naugatuck, CT Carl Smith Argyle, TX Steffen Smith Trinity, NC James Sposili Bath, PA Pierre St. Hilaire Lorette, MB William Steinberg Denver, CO Bill Stephens Fort Worth, TX Michael Sterns Germantown, WI Bo Stewart Meggett, SC William Stinson Oakley, CA Steven Strickland South Elgin, IL John Taxiarchis Wayland, MA Mark Teague Hickory, NC Dennis Thomas Alameda, CA Charlie Thompson Columbia, SC Giuseppe Topa Washington, DC William Uren San Marcos, CA Rajesh Uttamchandani Wilton, CT Anupkumar Vijayaveeraraghavan Ellisville, MO Peter Voss Redondo Beach, CA Carl Wades Commerce Township, MI Anton Washington Roseville, MI Kathy Waters Waterloo, WI David Weis Boerne, TX Robert Wilkerson Vidalia, GA Bayleigh Wilson Gooding, ID Todd Wilson Loveland, TN Larry Wroza Rochester Hills, MI Jan Wynants Velm, FL Klein Yaron Miami Beach, FL Cliff Zimmerman Elizabeth, CO Harley Zipler Rawlins, WY

February 2022 | BMW OWNERS NEWS

29

PRODUCT

REVIEWS

Quad Lock Smartphone Mount

By Bill Shaw #70903 AT LAST COUNT, THERE WERE ABOUT

1,001 different ways to mount smartphones to motorcycles. The majority of these use a variation of the RAM ball, with handlebars, steering stem, mirrors and windscreen braces/brackets as popular mounting locations. While the RAM mounts I’ve used in the past worked well, I decided to try a relatively new product from an Australian company called Quad Lock.

I first became aware of Quad Lock mounts while watching Ewan McGregor and Charley Boorman ride a couple of prototype Harley-Davidsons from Argentina to Los Angeles in Long Way Up. During their 13,000-mile trek, the pair negotiated some of the world’s worst maintained roads that, at times, seemed to beat them and their equipment into submission. I got to thinking that if the Quad Lock could keep their $1,000 phones secure under those conditions, it would more than satisfy my needs. After watching the Long Way Up, I was sold.

Based in Melbourne, Quad Lock has been making mounting solutions for smartphones since 2011. Their patented design features a dual-stage locking mechanism that secures the phone to the mount, but can still be easily attached or detached with one hand. Phones can also be mounted in portrait or landscape orientations using one of their cases or, as an alternative, using a Quad Lock universal adapter and your own phone case. They also offer a range of accessories, including a vibration dampener, wireless charger and USB charger, as well as spacers, extension arms and adaptors to ensure optimal placement of your phone.

I ordered the iPhone Handlebar Mount Kit that comes with a case, mount (for 32mm bars), extension arm, bar spaces (for 22mm, 25mm and 28mm bars), and an Allen Key. I also purchased a separate black lever instead of the trademark blue lever, to

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BMW OWNERS NEWS | February 2022

make the Quad Lock less conspicuous, and then mounted it in the center of my F 850 GS handlebars. (Note: Because I had previously moved my GPS above the TFT screen and installed bar risers that replaced the BMW handlebar bridge, I was able to use this as my preferred mounting location.)

To date, I’ve ridden a little over 1,000 miles with the Quad Lock, and although I have yet to ride in conditions approaching what McGregor or Boorman experienced, it works as advertised and has been rock solid; I know my phone isn’t going to budge regardless of how far afield I go.

Whether it’s the location I chose to mount the phone, materials used by Quad Lock in the manufacturing process, the motorcycle itself, or a combination of all these, my phone is completely vibration-free. I also appreciate the simple and clean design of the mounting hardware and the case, which is extremely durable and has protected my phone from a couple of accidental (non-motorcycle related) drops.

With prices ranging from $44.90 for the RAM ball universal mount, to $69.90 for an Apple, Samsung, Google and Huawei phone case and mount, I think the Quad Lock is a great deal. As a basis of comparison, Apple sells cases with a median price of $64. With the extra lever, my total came to $89.85. Additionally, once you have a case or the universal adapter, you can buy accessories to mount your phone in your car or on your bicycle; I liked it so much I later purchased one for my car.

If you’re in the market for a versatile phone mount that’s exceptionally wellmade and priced competitively, check out Quad Lock at quadlockcase.com.

Above, The Quad Lock Smartphone mount.

Right, Not only can your phone be attached and detached with one hand, but you can just as easily change the phone’s orientation from landscape to portrait depending on the app you’re using.

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Brake Free, Plug and Play

By Colleen Sepulveda #108960 I RECENTLY RECEIVED THE BRAKE FREE HELMET LIGHT

from my husband for my birthday. Since he went out of his way to purchase the unit, I decided to install it ASAP so he would feel good about his gift. I had no idea what the light did but was committed to trying it out.

Minimal instructions were included with the unit, but once I opened the package, I charged the light with the included micro-USB cord. While it was charging, I then determined where the Brake Free helmet light mount would fit most securely on the back of my Shoie X-14 helmet. Then, I simply snapped the Brake Free helmet light to the back of my helmet over the mount.

A quick press of the power button on the top of the unit turns the light on and allows the user to toggle between modes depending upon his or her choice. Mode 1 is normal (all LEDs on), Mode 2 is flashing all LEDs, and Mode 3 is stealth (16/100 LEDs on). No matter which option you choose, the light recognizes that you are slowing or stopping, which intensifies and flashes the red light and activates all of the LEDs. In use, I found that drivers behind me could easily notice the light because it is mounted high and because of the intensity and flashing of the light. This conspicuity element occurred whether it was bright daylight or nighttime with its 100 LEDs and 120° viewing angle. Best of all, I didn’t have to hook anything electrical up at all!

The technology inside this little unit includes accelerometer and gyrometer sensors that activate the bright and flashing lights. I had fun playing with my helmet when it was off my head to generate the slowing or backing movements that caused the light show.

I love the conspicuity that the Brake Free provides. It is easy to charge and easy to remove from my helmet; I simply charge it while it is still mounted to my helmet when I’m off the bike.

Brake Free Tech claims the battery will last up to 12 hours before needing a charge, but I haven’t tested the limits as I just charge it after every ride.

On the “con” side, I would appreciate a different power switch, as I’ve had trouble switching it on or off while it is on my head; I can’t tell if I succeeded in turning it on since I can’t see it. Sometimes, I ask strangers to push the button for me.

I am amazed by the simplicity of installation and the efficacy of the unit. I see more and more Brake Free helmet lights on riders in my area and I appreciate the heightened awareness that

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BMW OWNERS NEWS | February 2022

it demands from other roadway users. As a motorcycle safety professional, I can tell you that adding this unit to the back of a motorcycle helmet is a game-changer!

The Brake Free helmet light costs $169.99, which includes free shipping in the continental U.S. It is a non-mechanical rider’s dream for instant visibility on the road. For more information, visit brakefreetech.com

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PRODUCT

REVIEWS

Touratech’s Companero Rambler: Initial Impressions

By Wes #170126 and Paula #199561 Fitzer OVER THE LAST EIGHT YEARS, OUR

riding gear has gotten a little long in the tooth. While Paula’s Olympia suit has served her well over thousands upon thousands of miles, it wasn’t waterproof on its own, which required her to stop and don her waterproof over-suit any time rain threatened to dampen our ride. For me, I’ve been wearing a Klim Apex jacket and Outrider pants, adding Klim’s Torrent over pants when rain was forecast.

So, Paula and I bought new riding suits, choosing Touratech’s latest, the Companero Rambler Gore-Tex riding suit designed in conjunction with REV’IT. The decision to finally buy new suits came about after a recent ride to upstate New York and Vermont. While traversing the neverlands of upstate New York, we rode into and through a two-day torrential downpour. Now some people have asked us why we didn’t stop. Well, on that ride, once the rain started there really wasn’t a place to stop until we reached our hotel. Sure, we could have stopped and stood along the side of the road for 36 hours, but there wasn’t anywhere to get out of the rain. The only positive note was there wasn’t any traffic to concern us.

Eventually (and by then soaked to the bone), we made it to our hotel! Determined to stay on schedule and needing to make miles, we struck out again early the following day. Once again, we were quickly miserable and wet after only a few hundred miles down the road, so we stopped early.

That was the moment I was determined to find gear offering better rain protection. So damn the torpedoes and batten the hatches, I decided it was time for new suits.

Enter the Touratech Companero Rambler suit. We’ve always been fans of Touratech products, having purchased Touratech tank bags, waterproof bags and

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BMW OWNERS NEWS | February 2022

other farkles for our bikes for years.

Researching Touratech’s sizing options, we found my sizing to be pretty straightforward. I would describe myself as “formerly athletic,” so I decided to skip the six-pack and go straight to keg sizing.

Paula is much more svelte, though researching her sizing proved to be more problematic. The good news is the wonderful people at Touratech couldn’t be more helpful, and even after placing our order, paying the bill, and receiving our suits, we ended up having to return hers to get the sizing right.

Touratech was very interested in her measurements versus what the size chart recommended as they said there had been few women who had bought the suit and they wanted to make changes to their sizing chart based upon Paula’s experience.

I believe those changes have been implemented, but rest assured, if your suit doesn’t fit just the way you want, there is no company easier to deal with than Touratech!

The suits were ordered near the end of the riding season with the idea of them being our birthday/Christmas gifts to each other, even though Paula already has me, and what else could she want or need, right? That being said, this is our initial review after wearing the suits around the house. We also plan to provide an additional review once we’ve been able to put a few thousand miles on the gear, making sure to find one of those “all-day rains” and document the waterproofness of the gear in real-life conditions.

Wes’ Initial Thoughts

The Touratech Companero Rambler reminds me of Klim’s original Adventure suit, which I bought years ago. The Companero is sturdy and feels like it would

be extremely protective in case of a get-off, but all of the bulkiness that typically goes with protective gear goes away once you put the suit on.

The Companero Rambler also has what seems to be better venting than Klim’s original offering, but I did like Klim’s kidney belt and built-in hydration pack.

However, for the past five years, I’ve been carrying a Geigerrig pressurized hydration pack, so I can’t say I miss the built-in hydration pack. I like the Companero Rambler’s easily removable storm collar, which should help keep water from running down your neck and into your suit.

Despite my “pear with legs” build (hey, I am in shape—a pear is a shape), the suit fit me well!

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Paula’s Initial Thoughts

The Touratech Companero Rambler has a feeling of comfort in the protection arena, and I love the color of the suit as it matches my Spyder.

After wearing the same non-waterproof riding suit for so many years, I am excited to finally have a waterproof riding suit—no more watching a storm roll in and trying to decide when I should stop to put on my waterproof over-suit.

My favorite part of the suit are the knee pads. When I first began wearing my other riding suit, the knee pads were so stiff that I developed pressure points on my knees, which became very painful after riding all day. The knee pads in the Rambler are much more flexible.

Another thing I like is the length of the pants. Being a short female, I found the length of the pants to be perfect. Now, when I take off my riding boots, I’m no longer walking on my pants.

February 2022 | BMW OWNERS NEWS

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PRODUCT

REVIEWS

PROS

Protection and Safety!

For us, this was probably the single most important part of our decision-making process. Touratech’s innovative armor protection, designed to meet and/or exceed all CE ratings yet give the rider unparralled venting is remarkable both in its design, implementation and execution. This innovative armor provides excellent ventilation while providing excellent protection and a multitude of positions to accommodate riders of all sizes. The Touratech Companero Rambler utilizes abrasion resistant ARMACOR material reinforced with KEVLAR threads for added protection. Combined with 3M SCOTCHLITE reflective material, I feel very confident in the protection this suit will provide in the event of a get-off.

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BMW OWNERS NEWS | February 2022

Gore-Tex®

Gore-Tex® Pro 3-layer laminate is used throughout the new Companero Rambler suit, providing unparalleled water protection. Combined with the provided storm collar, which is easy to install and small enough to carry with you everywhere, the suit provides what I believe will be the best storm/water protection on the market.

Venting

Touratech’s Companero Rambler provides forced induction airflow with REV’IT’s VCS (Ventilation Control System) which includes innovative two full-length chest zippers. Opening the outer zip creates a 1+ inch mesh opening along the length of the jacket (top to bottom). The inner zipper will keep the jacket securely closed. In times of cooler weather and/or rain the

outer zipper can be closed to seal the jacket from the elements. The Companero Rambler also includes two vents on the chest, two vents on the upper arms and two exhaust vents on the back of the jacket.

With the exception of the exhaust vents, I found the others to be very intuitive and easy to operate with one hand. This is a huge plus for me as my previous Klim Apex required me to stop, get off the bike and either remove the jacket or wrestle with the vents to get them closed before the rain hit. I believe opening or closing these innovative vents will be a breeze while continuing my journey.

Removable liners

Now let’s talk about something not offered in suits of similar build and design: removable thermal liners. Woo-hoo! The

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Liquid Power Reservoirs removable liners which accompany the Companero Rambler, combined with the venting may make the Rambler a true four-season riding suit. Now, I say that with a full understanding for those of us who live in the south that any water-proof suit can and will struggle in the extreme heat, but it certainly has better potential than any other suit I’ve seen. The liners are easy to remove, and the jacket liner is nice looking and could be worn by itself once you get to your destination and need a little something to keep you warm. The liner for the pants is removed with three easy to access zippers, one along the length of the waist and two full length zippers around the ankles. The jacket liner has color coded snap loops at the wrist, one snap loop at the collar and full-length zippers along each side. After wearing the jacket and pants in mid-30-degree weather (not riding), I can tell you that I was VERY warm. Though my uncovered head, face and hands were cold, my body was toasty.

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Comfort

Even though we’ve only worn the Companero Rambler a limited amount of time, it feels very comfortable sitting, standing and walking.

CONS

Price

Although we’ve listed this as a con, the Companero Rambler’s pricing (currently around $2,200 for jacket and pants, men’s or women’s) is in line with offerings from other manufacturers who provide suits of similar quality, protection, design and versatility. I believe, based on my initial review, the Companero Ramblers are the best of many riding suits we’ve owned.

We’ve always felt strongly about investing in our riding gear. We invest in superior protection, quality and versatility!

For more information, visit touratech-usa. com.

February 2022 | BMW OWNERS NEWS

37

www.beemershop.com

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

38

BMW OWNERS NEWS | February 2022

Something

Completely

Custom

to Benefit

the MOA Foundation

By Bill Wiegand #180584 Forty years ago, a gallon of gas was less than a buck, and for 20 cents, you could send a first-class letter across the country. MTV offered a new way to “watch” music, and the average 30-year rate on your home mortgage hovered around 16 percent. Ouch! In the world of BMW Motorrad in the early 1980s, the R 100 RT, the most expensive production motorcycle in the world, could be yours for about $6,500. It’s good to know some things, at least, have gotten better with time.

Long-time BMW MOA member Stuart Sorkin (#2307) of Anaheim, California, found his beloved 1982 R 100 RT at Ozzie’s BMW in 1995 and for the next 16 years rode the wheels off the bike, traveling to BMW rallies across the country. Then, in 2011 an unfortunate accident forced him to park the bike in his garage where it sat for the next six years. Sorkin felt sadness for the damaged Airhead every time he walked by it as it sat on a lift in his garage, just begging for new life. While Sorkin knew he didn’t have the time to bring it back to its original luster himself, he thought the MOA Foundation could. So, in 2017, he donated the bike to the Foundation, hoping they’d be able to use his ailing RT for something special. Little did he know just how special the bike would become!

The bike remained in a California storage facility until the summer of 2020, when MOA member Wendy Naessens introduced Zack Witkowsky to a key Foundation director. At the time, Witkowsky was looking for a project to transform into a rolling work of metal and rubber art and agreed to take on the BMW MOA Foundation project. Though neither party knew what the project would become, they knew something special was about to take place in a small shop in the little town of Beecher, Illinois.

Zack Witkowsky wasn't sure what he was getting into when he first rolled the R 100 RT into his Beecher, Illinois, shop. But he did know where he wanted to go with it.

February 2022 | BMW OWNERS NEWS

39

When he agreed to take on the project, Witkowsky didn’t know the eventual purpose of the bike. Perhaps it would find a spot in the newly conceived museum at the MOA headquarters in Greer, South Carolina. Or maybe it could be restored and sold to generate much needed Foundation income. In the end, it was decided the bike would be the basis for a complete restoration and the Foundation would use it as a future raffle bike.

Though young by most Airhead standards, Zack had many years of both BMW Motorrad and BMW MOA experience under his belt. The son of long-time BMW MOA member and Airhead wrench Jeff Witkowsky, Zack was well-known in the Airhead community going back to the days when he was a fixture in his dad’s sidecar rig heading off to another rally somewhere.

When he wasn’t in a sidecar watching the fields of corn and soybeans whiz by, Zack was usually found at his dad’s side, handing him tools as the elder Witkowsky worked on motorcycles in his shop. By the time he was eight, Zack had successfully torn down his own motorcycle, a 1975 R 75 /6. His dad had given it to him, and Zack owned the motorcycle for nearly 25 years before finally outgrowing it and passing it on to his brother-in-law.

Once Zack was in his late twenties, Jeff slowly began handing the reins of Stable Sport and Touring to his son. However, the younger Witkowsky wasn’t yet in a position to leave the security of his full-time job and plunge into the unknowns of business ownership. Still, the two spent time together in the shop whenever

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BMW OWNERS NEWS | February 2022

they had the opportunity, and it was through working with his father that Zack developed the mantra that the work had to be right before a bike could leave the shop.

“They had a very special relationship that I feel privileged to have seen,” Zack’s wife Jen said. “There was very little English spoken, but through their grunts, nods and glances, they could rebuild a bike. It was like watching a ballet.”

Sadly, Jeff passed away in August of 2017, and Zack found himself alone in the garage where he had spent so much time working alongside his father. Still, Zack’s dream of continuing the shop’s legacy grew stronger, and with his wife, Black Wolf Touring and Custom was born.

Above, Once on the lift, Zack Witkowsky visualizes where he will take the project.

Above Right, For years, Witkowsky had an idea of an Airhead featuring a single rear shock mounted horizontally under the seat and painted in the light metallic blue found on the Pontiac engines of the 1950s.

Bottom Left, The deeper Witkowsky tore into the motor, the more work he found that needed to be done.

Bottom Right, Removing and evaluating parts.

February 2022 | BMW OWNERS NEWS

41

Zack had only seen pictures of the distressed RT when he enthusiastically agreed to take on the project. That was probably a good thing, he recalled, when the bike arrived at his shop.

“Based on the initial photos I received of the bike, I knew going into the project that the bike was a mess” Zack said, “a full-on project.”

When the rolling chassis was delivered, it was accompanied by 10 or 11 boxes of differing sizes, including two full RT fairings, extra sets of wheels, fenders, a fuel tank and many spare parts. Plastic bags covered exposed pistons. Mirrors hung from the handlebars, and the headlight bucket was empty. It reminded Zack of a scene in the original Jurassic Park movie where one of the characters enters the park and finds a large pile of dinosaur excrement. “That’s a big pile of s**t was the line spoken in the movie,” Zack said, “and also one of my first thoughts when I first saw it.”

The goal was to build something appealing not only to long-time BMW aficionados but something of interest to his generation—the next generation of BMW MOA members. With that in mind, an idea Zack had carried for years of a monochromatic, silver-framed BMW cruiser with an unconventional rear suspension began to stir in his mind. The bike would include a taillight inspired by a 1950s-era Pontiac Chieftain, a ridge detail running over the front and back fenders and down the tank’s length to give the illusion of being stretched. It would all be painted in a light metallic blue, a color Pontiac used on their engines when the Chieftain cruised the highways of America.

Top, The newly rebuilt motor features paint details on the valve covers, cylinder and timing cover matching the paint used on the fuel tank and fenders.

Middle, Small details, like zip ties matching the color of the frame, take this custom build to a higher level.

Bottom, The build continues as the rebuilt motor, suspension components, wheels and frame are brought together.

Far Right, In the paint booth adding clear coat.

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BMW OWNERS NEWS | February 2022

February 2022 | BMW OWNERS NEWS

43

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BMW OWNERS NEWS | February 2022

“The bike existed in my head for years,” Zack said. “I now had the opportunity to finally build it.”

Undeterred by its torn and tattered condition, Zack wheeled the bike into the shop to access the task ahead and quickly realized that nothing less than a full nut and bolt build from the ground up was needed. But, before he could begin to build, Zack first had to tear it down.

Working from the top down, Zack began the project by pulling off all of the bike’s electrical components, then the windshield, handlebars, controls and anything else he could remove until he ended up with nothing more than a rolling chassis. Disassembly complete, the real work of rebuilding could now begin.

To create what he had imagined for so long, Zack’s first step and possibly the biggest hurdle of the build was the development and fabrication of the rear suspension. His plans included converting the RT’s original dual shock swingarm into a single shock system with the shock mounted horizontally and hidden under the seat.

To do that, Zack first needed to design a structure able to transfer the vertical motion of the swingarm into the horizontal movement of the shock while working correctly with the existing drivetrain.

With the help of suspension guru and friend Gordy Roth, the pair painstakingly worked on the necessary geometry until they were satisfied with the result. With that completed, a custom shock offering adjustability for ride height, spring preload, damping and

rebound and high and low-speed compression was sourced from Penske Suspension.

With the rear suspension receiving that much attention, the front end needed to offer the new owner similar adjustability and comfort. To accomplish that, the RT’s original spring and plunger system was replaced with adjustable, self-contained cartridges, providing a fully adjustable front end to match the rear end.

Suspension work completed, Zack could now turn his attention to the fabrication of the front and rear fender mounts and the unique details added to the tank and rear fender. Zack said that the factory front fender and the engine’s timing cover have a rib running down their centers. “I’ve never really liked that center rib and always thought it looked out of place, so I usually got rid of it by backfilling and working it out to create a smooth fender. But on this bike, I decided to work with it.”

Above left, Newly painted fenders and the fuel tank are test-fitted to ensure correct fitment.

Below left, Connecting wires within the headlight nacelle.

Below, As the bike build nears completion, the intake plumbing, rear suspension and horizontally-mounted and fully adjustable Penske shock can be seen.

February 2022 | BMW OWNERS NEWS

45

“The rear fender is actually a front fender from a period police bike which I reversed and trimmed to size,” he said. “Now, with two fenders and a timing cover with ribs, I decided to carry that feature to the fuel tank.”

Zack believes the detail offers the impression that the motorcycle has been stretched, though it has the same wheelbase as the original RT. The detail also made it unnecessary to pinstripe the tank to highlight body lines, as the ridge would do that on its own.

The last frame modification was to build the seat mounting system. To do that, Zack designed a seat mount offering not only fore and aft movement but also seat angle adjustment. A solo saddle with a tuck and roll finish was fitted to the new mounts.

“I wanted to incorporate a comfortable, upright riding position similar to that of a Slash 2,” he said.

“Ultimately, I’d like the rider to have the option of riding to a show 500 miles away while camping along the way. Then, once the owner won the show, riding the bike home again!”

“I didn’t want to build a trailer queen,” he continued, “I wanted to create a bike that gets ridden.”

With frame modifications complete, the frame components were sent to his powder coater and finished in a Stardust silver, along with the wheels finished in Night Shimmer, a graphite silver color.

With that work complete, Zack finished his work on the tank and fenders and painted them in Pontiac Metallic Blue, which is also the color he used to accent the engine timing cover, cylinders and valve covers. It was now time to turn his attention to the engine.

When he first received the bike, plastic bags covered exposed pistons leading Zack to wonder what else he would find once he tore into the motor. What he found were broken rod bearings and issues with the front main bearing carrier and timing chain. In the end, the engine received a complete overhaul which included a new PowerArc digital ignition system replacing the stock “bean can” timing tensioners, chains and gears, an updated ignition system and new valve covers. A completely new clutch assembly was installed, as were new cables and hoses, all with the familiar herringbone pattern to ensure consistency in appearance. To clean up the motor visually, Zack moved the battery to beneath the transmission and plumbed the carb intakes to draw air from the battery’s old location.

As the bike came back together, Zack installed a new wiring system fully serviceable by Haynes or Clymer wiring schematics and familiar to Airhead mechanics.

Fully overhauled Bing 40mm carbs with new petcocks and fuel hoses matching all other hoses were installed.

A two-into-one system made by Mac exhaust was also added, as were a new front brake master cylinder and rebuilt rear brake master cylinder with new EBC brake rotors and fully rebuilt Brembo brake calipers.

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Rolled into his shop as a basket case, the newly rebuilt R 100 RT leaves Witkowsky's shop ready to hit the road.

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The finished bike standing at the location holding many memories for Zack–Stable Sport and Touring in Beecher, Illinois, Zack's father's old shop.

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Polished chrome BUMM mirrors sit on Triumph Bonneville handlebars featuring Slash 2-style bar-end turn signals, while an H-type LED headlight bulb rests in a nacelle supporting a new headlight lens, reflector and trim ring. Vital information is relayed to the rider via a digital Acewell instrument gauge, while GIVI Corium soft saddlebags are mounted to a removable rack.

To Zack Witkowsky, the bike stays true to BMW factory engineering of the period and what a BMW Airhead is, but it also integrates modern technology that simply wasn’t available when the bike was built.

“I think it’s going to produce favorable opinions across the board from both older Airhead aficionados as well as newer riders,” he said.

So far, the bike has received high praise from all who have seen it. It received an overwhelmingly positive response at the bike’s unveiling at Motoworks in Chicago in late December. In the end, Zack believes, it will be ticket sales for the Foundation’s Completely Custom Bike Raffle that will determine just how well the bike is accepted.

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Opposite page top, Witkowsky implemented Slash 2 bar-end directional lights to maintain clean lines and not add unneccessary brackets and lights to the front and back of the bike.

Opposite page middle, The digital Acewell instrument gauge.

Opposite page bottom, The solo sadle with tuck and roll finish offers adjustability forward and backward as well as tilt for rider comfort.

Left, A tailight inspired by the Pontiac Chieftain of the 1950s.

Below, The handmade stainless steel VIN plate etched with MOA Foundation.

Bottom, The engine features clean lines and period-correct cables, hoses and wiring.

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Regardless, Zack believes even his dad, who wasn’t a Slash 2 or Slash 5 guy, would appreciate the bike and be proud of his son for taking an old, battered and beaten R 100 RT and building something this beautiful. In the unspoken language the father and son shared when they worked together, Zack believes he would have received an approving nod or grin, which would tell him everything he needed to know. Yet Zack says he didn’t build the bike for anyone’s approval but his own and to prove to himself, as well as potential clients of Black Wolf Touring and Custom, that he is indeed a mechanic and builder worthy of their trust.

Far Left, Zack Witkowsky (right) answers questions regarding his restoration of the R 100 RT. Left and Bottom, Motoworks Chicago patrons get a closer look at the bike during its December unveiling.

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A Brief History of the MOA Foundation and the SafeMiles Endowment IN 1997, AT A MEETING OF BMW CLUB

presidents at the BMW MOA National Rally in Fredericksburg, Texas, Clark Luster (#36336) approached then BMW MOA President Jeff Dean about the possibility of creating a tax-exempt foundation for motorcycle enthusiasts.

Clark’s dream was that motorcyclists would appreciate the opportunity to make tax-deductible gifts to an organization dedicated to the advancement of rider safety and education. Dean agreed.

The next year, Clark formed a task force with the goal of creating a national educational facility that would provide rider training and promote programs for new riders, emphasizing youth, women and minorities. The facility would also include a library, archives and museum and would be in a location surrounded by beautiful roads and riding opportunities.

In January 2000, with the necessary licensing agreement finalized and approved by the BMW MOA Board of Directors, the BMW MOA Foundation received its tax-exempt approval, and since that time and with the help of many volunteers, the MOA Foundation became the fundraising arm of the BMW MOA responsible for generating funds to continue the organization’s goal of providing top notch rider training and education.

Former MOA Foundation President Don Braasch stood quietly by himself at the Foundation booth during the 2012 National Rally in Sedalia, Missouri. It was one of the first organized efforts to raise awareness for the Foundation, and Don

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believed MOA members would respond to the Foundation’s mission to improve rider safety, education and training. For three days, Don worked from nearly open to close and delivered his pitch to anyone who would listen. His goal was modest, hoping each member who heard this appeal would throw a few bucks in the hat to support the Foundation.

Don convinced MOA members to donate $446 to the Foundation in 2012.

In 2019, BMW MOA members donated $13,480 at the rally and made pledges for

an additional $19,921. Those pledges were the last piece of the puzzle for what became the SafeMiles Endowment. Another former MOA Foundation President, Chuck Manley, was at the forefront of the effort in 2019.

“Our first raffle effort was nearly ten years ago, and the Foundation has used those funds to provide important rider safety initiatives like our Paul B. [Grant] program,” Chuck said back in 2019. “If we had started the SafeMiles Endowment at that same time, we would have a milliondollar nest egg today to fund our training efforts forever.”

“Fifteen MOA members have stepped up and committed long term donations to get the fund off the ground,” Chuck continued, “We have commitments for $150,000 in donations toward the million-dollar goal, but we’ve tried to make it very easy for MOA members to donate at any level.”

The first donor to the SafeMiles

Endowment was Don Braasch. Most people didn’t know it at the time, but Don had been diagnosed with cancer and was in the middle of treatments during the Sedalia rally. He stood in the booth each day, usually working alone, shaking hands, smiling and explaining the virtues of the Foundation to anyone he could. He was exhausted at the end of each day, but he never complained or failed to report to “work” the next morning. The effort meant that much to Don, and he believed that MOA members needed to see the efforts of the Foundation.

After the Rally in Sedalia, Don wanted to show other members he was fully committed to the future of the Foundation, and he designated the Foundation as a beneficiary of his life insurance policy. The Foundation Board recently voted to make Don’s posthumous gift the basis for the SafeMiles Endowment to honor his efforts and recognize the difference he made.

MOA Executive Director Ted Moyer said, “Creating $150,000 in annual funding seemed like a pipe dream in 2010, but we managed to make it reality. In ten years over 3,000 riders have received training with some form of subsidy.” Moyer continued with hard numbers: $50,000 in Paul B. Grants and $29,000 in subsidies for event training at the BMW Performance Center and at the MOA National Rally— and that was just for 2019.

Ted continued, “Creating a $1,000,000 fund seemed crazy, but maybe it’s no crazier than selling 1,000 raffle tickets was ten years ago. We started with a simple thought and developed that into a viable fundraising model. Why can’t we do the

same over the next ten years on a larger scale? After starting the SafeMiles Endowment with commitments for $150,000, suddenly crazy didn’t seem quite so crazy.”

This is just the tip of the kickstand, so to speak. The Foundation continues to work hard to secure key, long-term pledges and they back their efforts with donations of their own. The SafeMiles campaign is rolling out throughout the summer, and it will be an ongoing initiative of the BMW MOA Foundation. The Foundation, and by

extension, all SafeMiles donors, are committed to the mission of improving rider safety, education and training and the larger goal of creating the SafeMiles Endowment for the future. The SafeMiles Endowment is a special opportunity to shape the future of motorcycle rider safety, education and training. I encourage you to visit the Foundation website for more information and consider donating. As Don Braasch proved to us all, a few bucks in the collection plate could significantly

change the lives of BMW motorcycle riders forever.

Visit the Foundation’s website at bmwmoaf.org to learn more about the SafeMiles Endowment and how you can help. All levels of donations are accepted, and you can pick up some SafeMiles swag along the way, including automatic entry into our raffle promotions.

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Champions Muriel Farrington #89517

Bob Aldridge #38099

Muriel Farrington (Vermont) began riding in 2000 and went straight for a BMW— she’s never ridden anything else! “I had friends who rode BMWs,” she said. “I liked their bikes, them and their attitudes towards training and protection.” Muriel rides ATGATT and currently splits her riding time between a 2012 F 650 GS twin and a 2017 F 800 GS. “One of my friends said I should join the BMW Motorcycle Owners of Vermont and the MOA,” Muriel said, but that apparently wasn’t enough. She also joined the Yankee Beemers, BMW Riders of Southern Maine, the Granite State BMW Riders and the BMW Riders Association (RA).

“The BMW MOV had the opportunity to help start the Paul B Scholarship, and Paul Bachorz was a strong believer in motorcycle safety and training,” Muriel said. This plays into her strong belief that riders should be trained—and continue being trained throughout their riding life.

“I’m happy to help ensure the continuation of rider training at a cost that opens training up to more people,” she continued.

Muriel admits to having gone a few years between training sessions, with her most recent one being at the BMW U.S. Rider Academy at the Performance Center in Greer, South Carolina. “I put on lots of miles and can see constant improvement, especially after riding mountain twisties for a few days, but that isn’t enough—it’s time for me to take a refresher course!” she said.

We agree with Muriel that getting some training is a good goal for 2022.

Bob Aldridge (Illinois) started riding at about age 14, sneaking off to a nearby gravel pit on a 70cc Suzuki he converted for dirt riding. His first BMW—and he kicks himself for not still owning it—was a 1967 R 60/2. “Both of my parents were BMW riders and were members of the local

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BMW club,” Bob said. His parents introduced him to the Dinky Dozen in a gentle, social fashion, and at first, his involvement began and ended with the club’s annual rally.

Bob later became a touring rider and joined the MOA, largely at the behest of Chuck Manley. “Chuck was a friend, touring partner, mentor and

eventually—as president of the MOA—my boss when I was the Executive Director of the MOA,” he said. “We shared a 40-year friendship that started with him introducing me to the MOA.” In addition to the R 60/2 he never should have sold, Bob’s string of Beemers included a 1981 R 100 RS, a ’99 R 1100 RT and an ’05 K 1200 RT before he found his current obsession: the GS Adventure. He’s currently on his third GSA, a 2019, after riding 2011 and ’16 versions.

During his MOA membership, the MOA Foundation has been a big part of Bob’s experience. “I was asked to serve on the Foundation Board in 2010, and ahead of the Bloomsburg Rally in 2011, we met under Foundation President Don Braasch to ‘restart’ the Foundation Board,” Bob said. “Over the years, and along with Ted Moyer and several Foundation and MOA board members, we refined the idea that became the SafeMiles Champions.” Bob’s direct efforts as a Foundation Board member led to over $35,000 in donations before the Champions concept emerged.

Anyone who has taken advantage of the MOA’s Premier Training classes held at the BMW U.S. Rider Academy in the last few years has no doubt met Bob and his wife Sue, who is also heavily involved in the MOA. These sessions—hosted by Bob and Sue—dovetail nicely with Bob’s excitement for off-road training.

Bill #37482 and Virginia #44026 Duran Bill and Virginia Duran (Texas) started riding together in 1985. Though Bill’s parents disapproved of his high school pal encouraging him to ride, he kept doing it on the sly. “My parents wouldn’t let me own a motorcycle,” Bill said, though he was already hooked.

“I always wanted to ride,” said Virginia, “And right before I met Bill I was thinking about buying a Harley.” She had to put off her dream for a little while to accommodate living overseas and raising two kids,

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but after they’d been married for 11 years, they got a Harley Sportster to ride together. “After three weeks on the back seat, I wanted to ride my own,” Virginia said.

During a stint in the Army when he was stationed in Germany, Bill saw BMWs on the road and their logical engineering caught his eye. “When Virginia said she wanted to ride the Harley herself,” he said, “that was in 1985. I bought my first BMW that year from a dealer in Baton Rouge.”

They straddled both camps for a few years; after all, Virginia was the secretary of their local Harley Owners Group (HOG) chapter! In 1988, though, everything came together for them and they both bought brand-new R 100 RTs. “I still have mine,” Bill said.

Virginia owned a few different Beemers before discovering the R 1200 R, and now they both ride 2022 R 1250 GSes. “I’m not very tall,” said Virginia. “Even the factory low suspension wasn’t quite enough, so we put Tractive lowering shocks on my bike.

Now I love it and nothing keeps me from riding!”

Bill joined the MOA in 1985 when he got his first BMW and became a life member the next year. Virginia followed suit in 1988. Their daughter also followed suit, joining the MOA and using the Paul B. Scholarship program to help fund her MSF Basic Rider Course. Even Virginia’s sister is getting in on it and will be taking delivery of her new GS soon!

Bill said, “The last 18 years of my working life I owned several tractor trailers. Virginia and I covered more than two million miles across the U.S. and Canada. We were gone most of the time, so our riding went to the back burner as we racked up the miles and feathered our nest so we could retire and really get back on the bikes!” They saw lots of riders and observed a lot of unsafe riding, which inspired them to get involved as SafeMiles donors.

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“We actively encourage anyone who can to do the same at whatever level they can,” Virginia said. “We want all riders to hone their skills and put our pastime on display in a positive manner.”

Mike Bitschenauer #45073 “My first bike was a 1951 Harley-Davidson 125. I was 15 and it was 1958,” said Mike Bitschenauer (Illinois). “I didn’t get a BMW until 1982, but I flipped that ’75 R 90/6 for a profit because at the time, I was a Honda guy!”

Mike has come back to BMW since his Honda days, and now he rides a 2014 R 1200 GS. He still has a nice collection of vintage bikes, including BMWs, Hondas, Indians and a few Yamahas. “After riding a K 75 for three weeks during a European tour I did with Bob Beach in 1987, I came home and bought a K 100 RS. I still have it!” Mike said.

It was the K 100 that led him to his local BMW club and then to the MOA, and it wasn’t long before his participation with the Knights of the Roundel led to his lifetime MOA membership.

“I participated in my first advanced training classes in Illinois, in the early ‘80s,” Mike said. “I recently took my Illinois motorcycle license practical again; after 75 years old, you have to take both auto and motorcycle tests. For the record—I passed!”

Like many of our SafeMiles Champions, it was friends who inspired Mike to participate. “Chuck [Manley] and Gary [Blakney] inspired me to support the MOA Foundation at the 2019 National Rally,” Mike said. “We decided then to become SafeMiles Champions. It’s something I think is important for both new and older riders.”

SAFEMILES Champions ($10,000 donation level)

Robert Aldridge Mike Bitschenauer Gary Blakney James Bowen Don Braasch Warren Brownell Bill & Virginia Duran

Edward Eagle Muriel Farrington John Fromhold Sam Garst Thomas Gary Vance Harrelson Bob Honz

John & Kate Lammers Richard Lewis Clark Luster Chuck Manley Julie Manley Steve Martin Ted Moyer

SAFEMILES Donors ($250 donation level)

William Andrews Richard Ballo Robert Baker Nicholas Bednarski Tim Bernard Patricia Blaskovic Karl Boehm Christopher Brown Steven Brown Arthur Buckheister Joe Burns Andre Champagne Adam Chandler Michael Clayton Simon Clement Andres Cools Bruce Davidson Christopher DeRosa Karol Dietrich David Dunn Bradley Duzan Eric Ernsberger

Brad Fehler John Ferenz, III Roy Ferguson Wes & Penelope Fleming Chuck Foster John Gamel William Ganser Peter Giano Terry Gilchrest Stephen D Gomez David Goodwin Charles Grant Jeff Green David Greenwood Thomas Guidry Gary Hagemann Scott Henderson William Hiatt Barry Hinkle Jess Holderbaum John Hoskins

Edwin Jarvis David Paul Johnson Brian Jones Dale Jones Helene Kafka Alvion Kimball Freddie Kokesh Juergen Korbanka George Law Douglas LeFevre Don Loudermilk Charles Mamasco Charles Markin Shawn Marquardt John Meyer Dimitri Michalopoulos Tom Miklik Cole Mills Thomas Moe Vincent Morabito Robert Muller Mary & Quintin Murray

SAFEMILES Supporters ($100 donation level)

James Adams Efrain Arteaga Joseph Bark Erik Berg Walter Blohm Stephen Brooks Steven Brown Richard Candrilli Tom Casey John Chapman Keith Christensen Jennifer Cleveland Jeffrey Cohen William Cole Jeffrey Cook Philip Devers Eric Deyerl Barry Downing John Drobish Ronald Ewasuik Andrew Faglio

Antonio Florez Jeffrey Ford David Frank Matthew Furlong Roland Garlinghouse Mary Gniech Casey Gwozdz David Haedt John Hancock Michael Heeremans Marcus Hoffman James Hofner Kent Howard Mark Hughes Clayton Hutcheson Mark Jolley Clifford Jones Charles Keefe Joe Kint Nancy Kirner Raylynn Knight

Joe Knit Steven Krueger Steven Kwok John Lang Travis Leeman David Litchford George Lussier Richard Macpherson John Mangiagli David Mangun Randall Marquardt David Marsh John McGraw Blair R Meiser J Eric Miller Gregory Milne Reece Mullins Bui Ngo Kurt Niemetscheck Andrew Nikolai Nick Oz

Walton Rogers Marc Souliere Fritz Spokas Tim Steenhoek Ray Tubbs Jack Wells Tom & Pam Werstler

BMW Club of Northen California BMW Motorcycle Owners of America Bob’s BMW Motorcycles MOA Foundation

Timothy O’Connell Robert O’Reilly Douglas Olin Hakki Orun Robert Pixlgy Steven Polk Corky Rey Teo Risquez Ernesto Rivera Jim Robison Robert Rocco Jim Rostron Jason Sanford Richard Schrimpf John Schumacher Lee Schumacher Jerry Scolari William Senn Dean Sherick Stephen Sherry David Smith Michael Smith

Richard Stanley Matthew Staropoli Kevin Streeter Jason Svetek David Thomas Ashish Tomar Thomas Tremblay Cheryl G Turnmire Gregg Unwin Brian Valley Dane Walther Bill Wiegand Michael Wilcox Adam Yaun BMW Motorcycle Club of Dallas/ Ft. Worth BMW Motorcycle Owners of Vermont Central California BMW Riders Hoosier Beemers

John Pawelski Geralyn Pawelski Josef Pelc Paul Perisho Edward Perry Tod C Powers Allan Rossi David Reiff Douglas Richter Susan Rihn Glen Robbins Jim Robison Glenn Rybacki Charles Schlatter Patric Schretlen James Schukow Allan Schuster Donna Scoates‐Nixon Robert Scott Michiael “Roc” Shannon

John P Seiler Roger Simmons Dennis Skonier Dean Smestad Britt Smith Brian Strader Kent Streibel Les Tillman Andrew Travincek Jon Wagnild Douglas Waines Richard Wallace Jeffrey Wardlow Mark Webb Jonathan Webber Tom Wilmotte David Witte Rex Wright Matthew Zych Laurel Highlands BMW Riders Club

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Eyes up and forward was the mantra of the day.

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Learning to trust my skills

By Phil Stearns #216110

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Instructors at the BMW Performance Center Riding Academy were generous with information and suggestions.

In my 45 years of riding, I’ve ridden off-road for about 45 minutes. To be clear, by “off-road” I mean smooth, dry, even, hard-packed wide dirt roads with no hills, gravel, water or anything too far from the pavement. All my bikes are showroom clean, and I enjoy keeping them that way; from what I’ve seen, off-road riding generally doesn’t lend itself to that behavior. Even so, I’ve always admired dirt riders, knowing full well they make much better street riders—but that would never be me until I cracked open the door at the BMW MOA Premier Training Event.

I signed up several months before the event to ensure I got in, as they always seem to sell out. I wanted to become a better street rider on my ‘18 K 1600 GTL, but also maybe pick up some skills handling water and sand for when I hit them on the street. I knew the training would improve my on- and off-road skills, but adding in the interaction with other MOA riders was a really great bonus.

While waiting several months to take the class, I traded-in the GTL and ordered a ’22 R 1250 GS; it was finished on September 30 and should be in my hands by the time you read this. As a huge bonus, this is the exact same bike I would train on, so the class took on an entirely different, but well-purposed feel.

The night before the class we all met at MOA HQ in Greer,

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South Carolina, for dinner, laughs and an intro to the class. There were 12 of us plus the MOA staff and the instructors from the U.S. Rider Academy at the BMW Performance Center. Five of my classmates arrived together and have ridden together for some time. When asked by the instructors what we’d like to learn while here, some of the guys in that group said they wanted to get some deep sand training—which sounded insane to me. When they split us up into groups of six riders each, those five guys joined together, and I hesitantly volunteered to join them. I was there to stretch myself and learn, and the only way to do that was to break through my fears, risk crashing and hurting myself, and come out better on the other side.

After our briefing the next morning, we launched out on our Performance Center-supplied BMWs. Our group opted for the dirt first (of course)—not the way I had hoped to start, as I wanted to warm up on the track first, where it’s safe and familiar. Within two minutes, we were in a gravel parking lot and up on the pegs. I felt anxiety quiver my legs and weaken my spirit. From the gravel, we transitioned on to a dirt path that had some small ruts, mud, water, puddles and other things with an evil intention to inexplicably flip the bike out from under me without warning, then launch me into a tree and into traction for months. We ended up on a

gravel/sand/dirt lot where we started the training. After five minutes of riding, I had not dislocated any joints—but the day was still young.

We started with what appeared to be a docile exercise, riding around the lot in a line at idle speed with your leg up on the saddle, then riding side-saddle, followed by variations of the same. This was designed to teach you how you and the bike will magically balance each other—even at a crawl. My thigh muscles started to twitch after just 15 minutes, signaling the beating they would take that day. On top of that, even simple tasks like moving around on the bike while at low speeds in the dirt lot were a bit confusing since I was so focused on not crashing, which left me feeling like a moron due to my lack of confidence.

Somehow I made it through.

From there it was on to riding through ruts and water, over railroad ties, over closely spaced bumps and hills and more to prep us for riding out in the woods on the enduro rides. A huge key for me was the exercise on braking on the dirt and sand, both with the rear wheel’s ABS on and off. That was amazing, and I could feel my confidence rise dramatically. There was no falling over, and the bike performed perfectly all day. It was amazing to experience a fully locked-up rear wheel and how the bike stayed under control with precision, especially when you kept your eyes up and forward. Then I got to experience the same exercise with the ABS doing its job. The training was perfectly balanced between listening to the instructors, watching them demonstrate a new task, then getting lots of seat time to practice with instant feedback. After practicing each group of tasks, we ventured into the woods to make it all real. Even in this controlled environment, I finally understood why adventure riders love this stuff!

I think the event that made the biggest impact that day was the result of me not paying attention in the woods or to the rider in front of me. I missed a turn, and decided to ride out of the woods and rejoin the group; they were assisting with a downed bike.

From where I was, the quickest and easiest way for me to rejoin the group was downhill over a log and a few big rocks. The hill looked like a 10-foot cliff, but it was probably more like four feet.

The instructor encouraged me to try it and reminded me to keep my eyes up and locked on him. I shoved aside loud thoughts of impalement and shame followed by an extended hospital stay, looked straight ahead, slowly engaged the clutch, and felt the smooth torque of that big boxer engine and well-designed enduro-pro mode suspension do its thing. Seconds later, I was at the bottom of the hill with the group, upright, and laughing out loud in my helmet, loving every second of this event. That was the moment I knew I would never own a clean motorcycle again!

Our training included riding over railroad ties (top photo) to simulate branches or ruts and (second photo) water–all we surfaces could encounter when riding off-road.

Frequent enduro rides through the forest surrounding the training facility (third photo) gave students the opportunity to practice their new skills.

On the road course, (bottom photo) students practice high-speed evasive maneuvers.

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We never got to ride on the beach for that deep sand training, but we all got the next best thing—about 30 minutes of deep, loose gravel training ,which kind of felt like riding through mushy oatmeal that was trying to redirect my front wheel to go where I did not want to go. That was a blast once I learned how to do it: revs up, butt back, hands loose on the bars, and most important—EYES UP AND FORWARD. Not to minimize the other half of the day out on the track, but I would absolutely say that doing the dirt portion first made the bike—with those big blocky off-road dirt tires—stick like glue on the pavement. The bike was the same, but what changed was my trust in the bike, the tires, and more importantly, in my new skills. Leaning over and getting a little toe and peg scrape for the first time ever wasn’t even a concern, as all that controlled wiggling around out there on the dirt translated into amazing confidence and focus on the pavement.

Overall, the MOA Premiere Training course was professionally organized down to every first-class detail, yet it retained a family and personal feel, allowing us to be comfortable, have fun and focus on the training. I came to the event to learn new skills and become a better and safer street rider, but that only happened after I chose to stretch myself in a safe, controlled environment.

It wasn’t a blind trust, but one squarely backed-up by intense and purpose-filled experiences. I know I’m hooked on adventure riding as I now look for those off-road trails leaving the pavement where before they would send shivers up my spine. I enjoyed it so much that I signed up for a full day at the BMW Performance Center in 2022! I am a better rider now and should have done this years ago.

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Top, After completing their road training, students head back to the classroom (left) to discuss what they experienced that day and to receive training certificates.

For more information regarding BMW MOA Premier Training opportunities, visit bmwmoa.org/events.

For more information regarding training at the BMW Performance Center Rider Academy, visit bmwperformancecenter.com/motorrad

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TORQUE

OF

THE

MATTER

Maintaining a

Safe Motorcycle

By Wes Fleming #87301 TAKE CARE OF YOUR

motorcycle, and it will take care of you!

As we reflect this month on the role of the MOA Foundation in promoting safe, skilled riding throughout the MOA and indeed the community of all motorcyclists, I’d like to touch on things you can do to ensure your motorcycle gives you as many safe miles as it possibly can.

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Motorcycle safety advocates recommend establishing the habit of checking your bike over every time you get on it, but for many BMW riders that is kind of excessive. If you only ride once a week, then yes, I agree you should check it over every time, but if you’re a daily rider, checking it carefully once a week is likely sufficient. There are a few different mnemonics to remember what to check, and T-CLOCS is the one that springs most quickly to mind: Tires (and wheels), Controls, Lights (and electrical systems),

Oil (and other fluids), Chassis, Stands. I’d like to note this is a good system for checking your passenger vehicles as well, even if they are EVs. Maybe by the time you read this, I’ll have added a T-CLOCS video to the MOA’s YouTube channel.

Because we’re in the midst of winter, this is the perfect time to take on those maintenance and upgrade tasks you put off during riding season, and indeed routine maintenance is right at the top of my list for maintaining a safe motorcycle.

For most if its motorcycles, BMW

specifies a 6,000-mile (10,000 km) maintenance cycle once past the break-in service. As you may recall from previous columns, I have trouble counting by sixes, so I do my maintenance at 5,000-mile intervals, just like my cars. It helps me remember to do it, which is the most important thing.

A typical 6k service isn’t much more than changing the engine oil and filter and giving the bike a thorough once-over.

Depending on your specific model, BMW may want you to check the valve clearances and adjust as necessary, but many of us leave that to the 12k service, which is a little more involved.

Using BMW’s Maintenance Schedule is a great way to know what to check on your bike every 6k: wheels, tires, brake discs, brake pads, brake fluid level, cable and hose condition and freedom of movement, and side and center stand functionality. Of course, you would remedy any deficiencies you discover, checking with your owner’s and/or service manuals for proper procedures, torque values and if any of the bolts you need to remove are specified for single use (such as the brake disc mounting bolts).

The 12k service adds a few things to the 6k routine, including checking (and replacing if necessary) the air filter and changing the final drive and gearbox oils, provided of course your gearbox is separate from your engine. Every 24,000 miles, BMW says you should replace your spark plugs, and every 36,000 miles, the alternator belt.

As you may remember from my column on the extremely worn spark plugs I found in a motorcycle I bought with about 50,000 miles on it, BMW specifies spark plug changes more often than many of us

might think is warranted. Having seen what worn spark plugs can do to degrade performance, this is something I won’t be ignoring in the future. I heartily recommend replacing alternator belts on BMW’s schedule; you don’t want to stretch that interval and find yourself stranded in the middle of nowhere because your alternator belt broke. You can’t see it on a day-to-day basis, so unlike a chain or a tire, you’re not going to be aware of the belt cracking or splitting until it’s too late.

Depending on how much you ride, you may find yourself performing several of these maintenance cycles in one year, but distance isn’t the only determiner for service. Every two years, you should replace (flush and bleed) your brake system, which will help keep the internal mechanisms in tip-top shape and your brakes functioning at their best.

If your bike has been sitting since November or December—hopefully snug and warm out of the snow—it’s a good time to put a battery tender on it to get that battery back up to full power before you want to ride it on the first nice day this month or next. Spring will be here before you know it, and few things are as frustrating as getting geared up for a ride on the first nice day in a long time and discovering your battery is dead.

Hopefully you remembered another important maintenance task before you put your bike away for the winter: Washing it! I sympathize with those who say “a clean GS is a crying shame,” but washing your motorcycle is the best, easiest way to find small things before they become big problems. Leaving your bike crusted with mud throughout the year is a great way to miss cracked hoses, split wiring insulation or covers, and even

small leaks such as engine oil, brake fluid or clutch system hydraulic fluid.

If you ride a GS and treat it like a stubborn mule, washing it is even more important than it is for street riders on their R, RT or GT. Riding in sand or mud and through water crossings can force dirt and liquid into places on your motorcycle those things are not supposed to be. I’ve seen grass inside tires before and both sand and water inside the boot between the final drive and the swing arm on more GSes than I care to recall. After conquering your latest BDR, it’s worth a session with a bucket, sponge and soapy water to give your bike a little TLC. Putting your hands on every part of the bike as you clean it is, as I said, the easiest way to find small things before they become tripending failures.

Winter is also a good time to deal with any perceived ergonomic deficiencies you have with your motorcycle. While you’re not riding as much, it’s a great time to try out a new seat, install some handlebar risers or lower those foot pegs. You have plenty of time to do the job right—or if you don’t like working on your own bike, your local shop is likely hurting for work since riding time (and thus the need for paid maintenance work) drops considerably. Check out companies like Wunderlich America, Touratech, Twisted Throttle, Corbin and Sargent for both hard and soft parts that could go a long way towards making your ride more comfortable.

Taking care of your motorcycle is an easy way to keep it in prime condition, and the better it is, the safer you’ll be on your everyday rides and longer travels.

February 2022 | BMW OWNERS NEWS

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TIPS FOR CHOOSING THE

BEST HELMET FOR YOU

By Matthias Beier Whether adding a new helmet to your collection, replacing an old one or purchasing your very first, helmet shopping can be a very daunting task for both new and experienced riders. The variety of different models, safety ratings, features and fancy graphics can all be overwhelming to most people. As a well-trained helmet technician with over 20 years of riding experience, I’m hopeful I can offer some words of advice to those shopping for their next helmet.

While today’s helmets offer many different features, the most important job of any helmet is to protect your head from an impact. Without getting into the specifics of how helmets function, there are basically three major safety components to all helmets: the outer shell, the EPS liner, and the comfort liner. Together, these components allow each helmet to achieve certain safety ratings like DOT and SNELL. While DOT is mandatory for states with a helmet requirement law, SNELL is a more stringent standard with higher safety ratings. I suggest visiting their websites if you want to learn about the specifics.

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Below is a list of some of the essential components of a helmet and some of the key but sometimes unseen differences between a premium helmet and a lower priced budget helmet.

The outer shell of a helmet is extremely tough and made to distribute energy from an impact over the largest area possible.

While strength is key here, another critical element is the elastic property which allows the shell to also flex and spread out that impact.

The two shell types that most manufacturers offer include polycarbonate (plastic) or a fiberglass mixture. Premium manufacturers like SHOEI, use proprietary blends to ensure an incredibly strong shell that is both lightweight and elastic.

Lower priced helmets are often made from plastic and will not perform as well. SHOEI also offers more shell sizes that will optimize the helmet for your head size. Lower priced helmets tend to offer fewer shell sizes and add or remove padding to adjust the sizing, which can often leave the customer with an oversized helmet profile or bobble head look. So, if budget allows and you want the best in protection, stay away from helmets using plastic outer shells.

In contrast to the outer shell, the EPS liner is a very soft material yet complements the shell by aiding in impact absorption from the inside. Adding more EPS liner will increase the impact performance but will also increase the size of the helmet.

For manufacturers, finding that right balance can be difficult, and the ones who do it better will offer a more sophisticated EPS construction.

For example, SHOEI uses different density EPS materials

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blended throughout the entire EPS liner. Placing these materials in optimized locations will yield a more compact, lightweight helmet without sacrificing any crucial impact performance.

Sophisticated EPS systems will also have ventilation tunnels carved through the EPS to improve the ventilation throughout the helmet.

Finally, the comfort liner refers to the interior padding that will hold the helmet to your head. For optimum safety, it’s very important for the interior system to hold the riders head firmly but comfortably in place. Many manufacturers offer new innovative features to help improve the function of the helmet, but the most important is the ability to remove the interior system to allow regular washing.

Typically, the most common item to wear out over time is the interior liner. The porous foam within the pads gets dirty, causing the foam to get compacted. But, if you clean the liners, they will often bounce back to life, which is another way to retain that good fit and extend the lifespan of your helmet. Be sure to follow your manufacturer’s maintenance instructions and remember interior pads can easily be replaced if they become unsalvageable. So, make sure your next helmet has a removable interior system.

Now, with a good foundation of what to look for in a safe helmet, selecting a helmet style or identifying must-have features will help you narrow down your selection.

A traditional design includes open-face models which are lightweight because they have no chin bar. Open-face models are also appealing because they offer a massive field of vision

and help eliminate feelings of claustrophobia that some people experience from inside a helmet. But they also do not have as much protection compared to a full-face design.

A full-face helmet design will have a chin bar that adds extra protection to the face area. These are the most popular helmet models because of the added safety and ability to block wind, which also makes them quieter than most open-face designs. Sport riders and racing enthusiasts typically all use full-face designs.

There are also modular designs which have a chin bar system that will flip upwards out of the way. The ability to lift the chin bar out of the way when getting gas, taking a quick photo or taking a drink is appreciated by many touring riders who spend a lot of time in their helmets. The tradeoff for this convenient feature is the added weight they bring along due to all the extra mechanisms required.

Then there are also ADV or dual-sport designs that will blend on/off-road features into one helmet. These helmets are great because they usually have an off-road style peak fixed to the brow of the helmet to aid with sun protection as well as roost from a fellow rider. Equipped with a face shield, they are also quieter than the pure off-road model. An ADV/dual-sport model should be more aerodynamically suitable for highways speeds, but this is a challenge for most manufacturers due to the large peak on the front. An off-road specific model will be very light weight and will be designed for use with goggles.

Whichever style you want, select a helmet that is designed for your style of riding and includes any of your must-have features such as internal sunshield system or SNELL rating, etc.

Once you’ve selected a helmet style to try on you need to determine the appropriate size. Remember, getting the right size is crucial for optimum safety.

Remember to keep in mind when getting fitted for a helmet that all head shapes are unique and different and many manufacturers produce helmets fitting different head shapes for different areas of the world. So, it’s important to purchase a helmet from your region to avoid any surprise fitting issues.

Also, different brands often use different sizing scales, meaning a medium in one brand does not necessarily mean you are a medium in another. Yes, ordering online is convenient, but trying on your helmet is a must. If you prefer online ordering, make sure you check what the vendors return policy is before purchasing. If you feel that the helmet is a little bit too loose or a little bit too snug, consider optional pads to optimize that fit.

A very common problem buyers experience is buying a helmet that’s too large, and after break-in it becomes too loose, which is unsafe and leads to other issues like excess wind noise and poor vision. Thicker pads are recommended when buyers realize their helmet is not quite the right size after break-in.

When you try on the helmet look for some telling signs. First, it should take a bit of effort to put on. If the helmet simply falls over your head, it’s probably too big. Once on your head, move your helmet around while keeping your head still. If the helmet moves freely without much effort, that’s another sign that it is too big. The helmet should be tight but not uncomfortably tight.

Another tip is to leave the helmet on for about a half an hour. Some riders will not feel painful pressure until time has passed. Another tip is to consider where your eyes will sit in the eye-port. Look at yourself in the mirror, and if your eyes sit high in the eye port, then the helmet rests too deeply over your head and could be too big. Ideally, you’ll want to see the riders’ eyes right in the middle of the eye-port to maximize your field of vision.

While this a lot of information to digest, don’t worry, as many manufacturers offer fitment guides and detailed brochures with all the helmet’s features listed to help you in your buying decision.

Take your time, try it on, and remember that we wear helmets to protect us and not as fashion statements.

February 2022 | BMW OWNERS NEWS

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Trail Braking = Cornering Confidence

By Jon DelVecchio #208163 RIDING A MOTORCYCLE IS EASY.

Riding a motorcycle well is not. It requires a variety of skills and the determination to acquire them. No matter how hard a motorcyclist strives, until one particular skill is discovered, they will always be searching for it. Once they have it, they will wonder how they ever rode a motorcycle without it.

Hands down, the best motorcycling technique is trail braking. It provides a method for precisely controlling speed and steering throughout an entire corner. What could be more important than that?

Through my coaching, I’ve discovered that many people simply overlook the power of trail braking, especially those interested in sport riding. While everyone may not appreciate it, many riders could be taking advantage of this brake/throttle transitioning finesse.

What is Trail Braking?

The first person to ever use the term “trail braking” related to motorcycling seems to be lost to history. At least I’ve never been able to identify him or her. Why whomever it was chose to combine the word “trail” with “braking” is a mystery as well.

The closest explanation I’ve heard is the idea that you trail or “drag along” braking as you lean into a turn. In other words, one trails off from firm brake pressure at corner entry until full release near the apex. I’ve also found the term curiously similar to the trail on a motorcycle’s steering geometry. Properly applying this technique compresses the fork tubes, effectively decreasing trail resulting in quicker steering.

For trail braking to be a thing, corner entry speed must be relatively faster. This necessitates holding onto the brakes past the corner entry to prevent running wide.

Frankly, I think the term is confusing.

First of all, it really isn’t a braking

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technique. It’s a cornering technique. Trail braking is when a rider transitions from brake to throttle at the lowest speed in a curve.

Sometimes the lowest mph speed is at the corner entry if going slow. If entering way too fast, the lowest speed might be near the corner exit. Sport riding typically designates the corner apex as the lowest speed. In any of these scenarios, a rider transitions from brake to throttle at some point. When this transition happens at the entrance of a curve, we call that adding throttle. When this transition happens at some point leaning in the curve, we call that trail braking.

The trail braking concept allows riders to be more flexible with each new corner they encounter. The skills that make trail braking work can be used for any corner at any speed. It usually doesn’t require learning anything new. I suspect most riders are either doing it to some degree already or really close.

How to Do It?

At the heart of trail braking is a properly timed front brake-to-throttle transition.

There are two major requirements to do this: using a specific right-hand technique and identifying the location of the transition.

Controlling our steering while turning is the result of first controlling our speed.

When approaching a corner, we must slow to prevent continuing on a straight path.

Exiting requires acceleration to bring the motorcycle back to another straight path.

Somewhere unknown upon entry between those two points, we have to release our brake lever and apply throttle. Therefore, we have to be ready when the time comes to apply the correct speed control.

Precisely transitioning from brake to throttle with minimal reaction time begins with a hand position suitable for the job.

Never corner with your right hand in a fist. While variations exist, the default position I recommend is resting your first two fingers on the brake lever and wrapping the last two fingers around the throttle.

From there, roll up your wrist to ensure the throttle is closed and delicately apply brake pressure in a downward direction like you’re squeezing juice from an orange.

Next, transition to the throttle by first gently releasing the brake lever completely.

At about the same time the brake is fully released, use your hand to delicately roll down on the throttle. When doing this, allow the two braking fingers to glide along the lever without pulling it in.

Do not use both brake and throttle at the same time. Apply one control, release it and then apply the other.

The “roll it up” and “roll it down” techniques, as I call them, can be easily practiced in your garage on a static motorcycle. Send me a video of your technique, and I’d be happy to coach you from home. Within just a few rides, these techniques become second nature.

Some people might be wondering why I haven’t mentioned the rear brake. While the rear brake can be used to slow a motorcycle at lean, it’s not as effective or safe for trail braking on the street. The most important reason is related to the forward motorcycle weight shift upon corner entry and its effect on tire traction.

The front tire can better handle the demands of braking and turning at this point than can the rear.

The second requirement in proper trail braking is identifying the lowest mph speed in a turn or curve. This is where to use the roll it down technique and transition from brake to throttle. There will be an exact point where we release the brake and roll on the throttle. However, at the beginning of the turn, we’re not sure

where that point will be until we actually get there.

It’s fairly simple to identify the slowest point of the curve. As you slow into a curve, there will come a point where you realize that continuing to slow the motorcycle any more will cause it to fall too far inside the turn. That’s your cue to add throttle.

The correct feel for this technique is developed through the natural delay between braking and throttle. Smoothly transitioning between these two controls allows for a seamless drive from the corner apex to exit.

If we’re not using the proper hand placement and techniques described earlier and all of our fingers are fully wrapped around the throttle grip, we lack the fine dexterity and reaction time necessary to act at the lowest mph speed.

Why Do It?

Many people dismiss trail braking as a racing technique. It’s true, the fastest riders in the world do use it. However, the benefits are even more plentiful for street riders and canyon carvers.

Race track riders know every detail about their curves. Their goal with the technique is to get faster lap times. This is evident when they occasionally low side after braking past traction limits at lean and lose front tire grip.

Street riders use trail braking to control their speed and steering through 100 percent of the curve. On the backroads, riders have no idea what’s around the bend or on the surface. By controlling our speed and steering with the front brake, we can confidently proceed until we have a clear picture of our path.

In addition to the speed and steering

control benefits, trail braking also provides improved front tire traction when it’s needed the most. This is the moment where a rider initiates lean in the first half of a curve. Entering a curve using the front brake purposefully shifts more weight to the front tire. We want to weight a tire before fully trusting traction.

Creating this slight weight bias forward provides a rich contact patch up front for a change in direction.

The trail braking cornering technique is not yet universal in the sport of motorcycling. My Cornering Confidence program aims to change that. This essential skill gives motorcyclists the ability to completely control the speed and steering of any motorcycle at all times. Without it, they become passengers at the most critical point of every curve.

February 2022 | BMW OWNERS NEWS

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Why You Should Get More Training

By Nancy Foote #158358 and Walt Fulton #154872 Streetmasters Motorcycle Workshops THE MOA FOUNDATION IS AN EXTRAORDINARY ORGANIZA-

tion. Their tagline says it all: “ADVANCING RIDER SAFETY, EDUCATION AND TRAINING.” All motorcyclists, particularly MOA members, can benefit from the Foundation’s generous grants from the Paul B. Memorial Grants to fund rider training.

If you’re not familiar with the Paul B. Grants, you can find more information at bmwmoa.org/ page/paulb.

Streetmasters Motorcycle Workshops has been fortunate to be involved as a partner with the MOA Foundation and has offered rider training at MOA National Rallies for the past five years. When Streetmasters speaks with individual riders or groups of riders, we are usually asked a question preceded by a statement, “I took a training class to get my motorcycle license and have been riding for decades. Why do I need to attend your riding workshop?”

Of course, this is a fair question, and we are happy to point out some of the reasons.

First and foremost, as riders we don’t know what we don’t know. Most adults in many fields of work and recreation have a mindset that, “I’ve been doing this for years and doing a good job. What more could I possibly learn?” Let’s take a look at hardware and software, then some important statistics and wrap up with a conclusion.

Motorcycle technology changes, but do you keep up with those changes? Traction control, Anti-lock Braking Systems (ABS), power modes, fly-by-wire throttle control, cruise control, and dynamic suspension settings are a few areas of improvements. All of these advancements have benefits, but only one stands out: ABS. ABS was pretty much rammed down the U.S. market’s throat by rules put in effect by the European Union. That said, most riders we have spoken with believe that ABS is a safety feature and embrace the concept. ABS does offer riders a potential advantage.

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It is a safety feature IF (and that’s a big IF) riders improve their braking techniques. We consider brakes the most important tool a rider has available, so learn to use them well. Unfortunately, riders seldom practice proper braking until they are forced to do so.

Before starting a braking exercise, we broach the question, “How many of you have gotten into rear-wheel ABS?” Typically, a reasonable number of hands are raised. Next question, “How many of you have gotten into front-wheel ABS?” Very few hands are raised. By our count, 80 percent of riders surveyed are misusing this great safety feature. Looking back at the National Highway Traffic Safety Administration (NHTSA) funded report, “Motorcycle Accident Cause Factors and Identification of Countermeasures,” better known as the Hurt Report published in 1981, you will find one of the 50+ causal factors was noted as overuse of the rear brake and underuse of the front brake. Not much has changed in 40+ years and the addition of modern technology. This example is a good indicator that technology isn’t necessarily the answer to why riders need to consider taking a rider training class.

If you review NHTSA accident data (we prefer to use the word “crash”), you will find a wealth of information including time of day, weather conditions, multiple or solo crash, alcohol impairment, etc. Nationally, motorcycle fatalities have hovered around 4,500 to 5,000 per year, from a low of 4,518 in 2010 to a high of 5,337 in 2016, then dropping to 5,014 in 2019. However, 2020 estimates are up 9% to 5,458. Another interesting fact is that 1,689 of the 2019 fatalities were attributed to alcohol-impairment.

Alcohol accounts for a whopping 29% of fatalities. This is only the tip of the iceberg. Motorcycles account for 25.47 fatalities per 100 million miles traveled, but cars account for only 0.89 fatalities per 100 million miles traveled. We also account for 84,000 injuries from motorcycles in 2019, but the severity of injuries is not

specified. Not a very good record considering we are a small percentage of the total highway traffic.

Further, the number-one cause of a motorcycle crash is a larger vehicle taking away the motorcyclist’s right-of-way, generally a left-turning vehicle at an intersection. The number-one cause of a solo motorcycle crash is a collision with a fixed object, like the roadway (think cornering), a guardrail, a roadway sign or anything else that appears on or near a road. A solo crash generally is a result of the motorcyclist falling and crashing on their own accord.

After reading these last two paragraphs you are probably scratching your head like we are. Because NHTSA crash data lists causal factors, we have a good idea of situations to avoid and guard against, yet we fail to avoid these situations by changing our riding habits. So what gives? Why is it so difficult to improve our riding awareness and reduce the risk associated with two wheels?

We also wonder how many people would visit a doctor who

graduated from medical school 40 years ago, but has never received any further training. Who would want to fly in a plane staffed by a flight crew that earned their licenses 40 years ago, but have never returned to update their skills? These two scenarios are unrealistic because doctors, pilots, police, teachers, firemen, accountants, and many other professionals are required to take recurrent training on a specified schedule. Even MSF instructors are required to complete professional development classes on a regular basis. In comparison, licensed drivers and motorcyclists aren’t required to do anything more than pass a written and driving test only once.

Admittedly, it is easier to spend money to add farkles and exhaust systems, flash an ECU to get more horsepower you either won’t use or shouldn’t use, or mount race tires (not recommended for use on the street) than go back to school. But operating a two-wheeled vehicle is probably the most difficult and demanding task most people will ever do. Riders must use both feet and both hands to control their bikes, use counter steering to change direction, and balance on two wheels, all at the same time. With no restraint system, no air bags and no crushable structure to reduce energy in the case of a crash, it is essential that we stay on two wheels to stay healthy. Statistics indicate that there are tens of thousands of us every year that don’t.

February 2022 | BMW OWNERS NEWS

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To be clear, we aren’t suggesting that you take another basic class. There are classes available that are fun, exciting, challenging and full of information that will allow you to develop different strategies and be more comfortable and confident on two wheels, no matter your ability.

Never ridden off-road? Look for an off-road class; we believe learning to ride off road will make you a better street rider. Why? You will find yourself in a situation where available traction constantly changes, and you will need to be smoother on the throttle and more precise with the brakes, with improved visual control and situational awareness. All great take-aways that will transfer directly to the street.

Have you ever thought about on-the-road training? Look for vendors that cater to small groups, offer instructor-to-rider communication for real-time coaching, and lots of twisty roads.

You probably won’t find many vendors in Kansas, but you will from the Rockies west and in the northeast and southern states.

On-track training is another great way to improve your abilities and get more familiar with your bike’s setup. One point to remember if choosing track training, don’t settle for a track day.

Instead, look for a vendor that actually offers instructors that guide you through the day using a curriculum that is focused on improving your skills from novice to expert. Also remember that track technique works well on a closed course, but generally not well on a public road. Examples of track techniques that shouldn’t be used on the street are a quick turn in, maintaining speed to the last moment before reaching a corner and then using excessive brake pressure to slow, and corner line selection.

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Streetmasters Motorcycle Workshops offers all three of these options plus closed-course training.

Let’s look at the most important question asked in this article, “Why is it so difficult to improve our riding awareness and reduce the risk associated with two wheels?”

Has anyone ever thought that they will go for a ride and crash? No, we don’t go riding with that intention and we hope you don’t either!

Sometimes however, we come out on the losing end because we lose focus, visual control or situational awareness, and then find ourselves in a situation we can’t get ourselves out of.

Another statistic from the Hurt Report we take some liberty with states, “If you do not react correctly to the situation at hand in less than two seconds, you will be involved in a crash. The two seconds between oh s**t and the crash is not a lot of practice time.” The takeaway is simple: Practice, Practice, Practice!!!

Practice is great, but it’s important to practice the correct techniques! Perhaps the most important reason to take a class every year or two is to allow a trained instructor to put eyes on you to evaluate and critique your riding habits and then make suggestions for improving issues that may become a problem for you.

Don’t become complacent, don’t get lazy, and don’t fall into a groove where you think all is well. Have a plan and stay vigilant, with your head on a swivel and your mind always focused on the task at hand.

Make your ride a lifelong learning experience. Above all, make certain you’re not included in the NHTSA statistics next year!

For more information on training opportunities, visit streetmasters.pro.

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February 2022 | BMW OWNERS NEWS

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DETOURS

Best Laid Plans

By Bill Shaw #70903 FOR THOSE OF US LIVING IN MUCH OF THE NORTHERN HALF

of the country, the leafless vegetation of the white-gray landscape will soon slowly be turning green. Well before the calendar ticked over to 2022, though, many of us were spending long hours in front of a glowing monitor studying mapping programs and planning rides for the coming year.

For those of us who may have been sidelined because of winter, here are some common sense suggestions to help get ready for the riding season ahead.

Don’t Rush It

Many parts of the U.S. and Canada will still be covered in snow in February, so planning an exact departure day for a trip or rendezvous with friends can be problematic, as Mother Nature has her own timetable. Motorcycling is a perishable skill, even for riders who have amassed a million miles, so taking the time to refresh these skills is essential.

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The best way to do this is by starting slowly before taking progressively longer rides, not only to get used to spending time in the saddle, but also to redevelop muscle memory. There are no shortcuts here and it takes time before a specific action becomes an automatic reflex. So, make a concerted effort to build a proper foundation by gradually increasing miles before undertaking an ambitious ride.

Another benefit of taking this approach is that mental acuity increases along with physical stamina. For some, conditioning their body for the rigors of longer rides is equally as challenging as the mental part. Keep in mind that the older we get, the longer it usually takes us to get back in the game, both physically and mentally.

If you don’t remember anything else, remember this: Don’t rush your progress by letting the excitement and desire to embark on your first trip trump safety. No one wants to start the year by crashing, particularly if it’s something under our control.

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Establish Realistic Goals

It’s best to go into a new year having at least a basic idea of what you want to accomplish. This will help set the tone for your physical and mental preparation. Even if spring came early to your corner of the universe, it’s best not to tackle a cross-country trip without at least having completed several consecutive all-day outings. Taking several shorter rides should be part of every rider’s preparation curriculum and will help to gauge progress.

In this respect, separate your goals into two specific categories: development objectives and target objectives. If you haven’t achieved a development objective, such as spending eight hours in the saddle without any knee/back/ neck pain, then don’t embark on your target objective, even if it means missing a rally, ride-to-eat gathering, or other commitment. Be honest about your progress and look at the past to see what worked and what didn’t. This process will help you become self-aware.

Finally, think about the big picture and structure your season in a way that allows you to stay motivated throughout the year.

Use Self-Discipline

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Even for those who never had to stop riding, the end of winter is still an exciting time of the year. It is always fun to imagine exploring new roads and venturing out towards new horizons. However, as we all know, trying to corral our passionate enthusiasm isn’t easy. Being a safety-conscious and responsible rider means having the discipline to approach your goals sensibly and not acting on impulse. Having realistic goals will help temper your zeal for doing something crazy, like starting the year off by riding an Xtreme Iron Butt challenge. Keep your enthusiasm in check, which will then help you determine not only how best to prepare but will also set the tone for the rides that follow. Use self-discipline as a means to an end, i.e., to reach your target objectives.

A realistic plan and the self-discipline to stick to it will enable you to make sensible decisions. Achieving your goals increases the fun factor exponentially. After all, isn’t creating memories and riding through the entire riding season without any mishaps the goal of every rider?

TH E

Carl Thomte 303.753.6652 topotherockies@bmwmcc.org

The Ride Inside with Mark Barnes

Left, Being a safety-conscious motorcyclist means having realistic goals for the upcoming riding season, which invariably will set the tone for the rest of the year. Photo by Steve Hobart.

MOA’s newest podcast features Mark’s insights into the mental, emotional and social aspects of motorcycling. bmwownersnews.com Brought to you by BMW MOA Foundation

February 2022 | BMW OWNERS NEWS

79

THE

RIDE

INSIDE

I GOT THIS…

By Mark Barnes, PhD #222400 ONE OF THE MOST MEMORABLE THINGS I

ever heard at a seminar for psychologists was the following cautionary tale told during a presentation on professional ethics. “Clinicians who get sideways with the licensing board or legal authorities are typically overconfident about their expertise or control as they initiate whatever infraction eventually gets them in trouble. They rarely seek consultation from a colleague, supervisor or another expert as they drift into questionable activity. Most often, they’re established practitioners with good reputations who do fine work in general.

However, one day they make an exception and bend the rules or overstep a boundary, thinking, ‘No big deal – I got this….’

They’re momentarily grandiose or negligent, and what had seemed trivial or readily manageable becomes a serious liability. Many such lapses might be deemed ‘rookie mistakes,’ except they’re made by seasoned pros.”

This got under my skin and created a disturbing conflict: Whenever I’d feel confident about a potentially tricky clinical decision, I had to wonder if I was having an “I got this” moment.

There’s vast gray area in my field and no shortage of disagreements about how to handle any situation. I regularly “check my work” with consultants, but there’s no way to get a consensus on every choice as I go through my workday. Despite being a senior clinician with extensive training and a spotless record, I questioned whether I might be overconfident making judgment calls on the fly countless times each week. While these rarely involved the ethical dilemmas in that seminar, the mental trigger had been installed—any sense of confidence became cause for self-doubt.

Maybe I should be extra wary because of my many years in the profession, lest my background and credentials lull me into a false sense of security! It was like that horror movie trope wherein the monster reappears as soon as the humans finally relax, thinking they’ve killed it. This is also one of the most insidious effects of

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BMW OWNERS NEWS | February 2022

traumatic stress; relaxation itself becomes cause for panic since it’s associated with vulnerability. It’s impossible to calm down when doing so automatically rekindles anxiety.

I understand what the seminar presenter meant, but he planted a troublesome seed in me with those words. Of course, that seed wouldn’t have taken root had it not landed in the fertile soil of my neurotic tendencies. Still, it was a long time before I could move through a day without lots of unnecessary, and often counterproductive, second-guessing. I recalled Darwin Awards (Google them) and YouTube “fail” videos of fools shouting, “Hey y’all, watch this!” or “Here, hold my beer!” –famous last words before they enthusiastically and obliviously exercised catastrophically bad judgment. They all felt confident, too. Pride cometh before the fall.

Literally.

And so it is with motorcycling.

A careless error at speed could easily cost far more than any licensing board’s disciplinary action or court’s judgment, neither of which would involve my (or someone else’s) death or dismemberment. It wouldn’t matter that I almost always rode with more vigilance and acumen, had no malicious intent, or simply didn’t know any better. Maybe I sincerely felt I already possessed plenty of expertise and had no need for an instructional weekend. After all, I’d read some articles on technique and took the MSF beginner course when I got that motorcycle endorsement on my license. I never engaged in hooliganism, didn’t drink and ride, and wasn’t prone to road rage, daydreaming or impulsivity. I wasn’t even going very far, so skipping my usual ATGATT policy seemed justifiable. I’m a decent rider who’s never been down on asphalt; what could go wrong? I got this…

Let’s take the bit about not going very far. Some statistics suggest most motor vehicle accidents happen within a surprisingly small radius of the driver’s home. The tightness of that radius always struck me as rather unsurprising since most folks do much of their driving quite locally. Wouldn’t they be most likely to crash near

home because that’s where they drive most often (every outing begins and ends there), even if they cover more miles elsewhere?

Then, as I left home on my last ride, I realized additional factors may be relevant to this phenomenon for motorcyclists.

Whenever I ride out, it takes me a while to loosen up and get into the proper state, physically and mentally. At first, my limbs and torso feel wooden, not because I’m tight and stiff and need to stretch, but because I’m not immediately in sync with the bike. I have to deliberately remember to practice the “body English” of riding for a few minutes to reactivate reflexes and muscle memory, switching my physical self into riding mode. This happened faster when I was young and rode more frequently, but some warm-up period was always required. I also have to consciously sharpen and sustain my focus, disallowing the wandering thoughts that seem less problematic while driving a car or doing most routine activities. It takes several minutes to get my mind into riding mode, as well.

In other words, while traversing the first few miles from my house, I function well below my normal level of proficiency, which is currently modest even when I’m at my best. On my way home from that same ride, I realized I was fading after a long day in the saddle. I was tired and sore, my concentration dulled, my reflexes slowed. Again, my riding was sub-par when closest to home.

If this is true for someone who’s ridden for five decades and attended a dozen rider training programs, wouldn’t it be true for most every motorcyclist? I’m certainly no Valentino Rossi, but I’ve had lots of experience in numerous riding modalities without a single accident or injury (on the road, at least), yet I ride somewhat incompetently at the start of every outing and again at the end of any that drain me (even more true off-road). I should also confess I’ve forgotten more than I can recall from all those rider ed programs, so I’m due for a refresher myself. A lengthy motorcycling CV and “spotless record” don’t make me invulnerable.

Clearly, my safety record hasn’t only been a matter of skill and training; I’ve had plenty of close calls wherein I was saved by plain old good luck. There’s much I cannot control in my environment, and I can’t even maintain consistency in my own body and mind.

During some portions of any given ride, it’s quite possible I don’t got this! (poor grammar also cometh before the fall).

Since no amount of training or skill completely eliminates risk, there’s always room to pursue more, so how confident should we feel? Low confidence can have the benefit of nudging us toward self-improvement. Still, the lack of confidence—perhaps to the point of being constantly fearful—can be a distraction and cause indecisiveness when action is most urgent. Excessive confidence blinds us to risk and facilitates foolhardy behavior. Optimal

confidence, then, would be grounded in a realistic appreciation of our actual abilities, allowing us to act decisively and fully enjoy riding within our limits, while also motivating us to continually learn new skills and hone old ones.

My overblown reaction to the ethics seminar was related to a paradox in human nature: those who most need to exercise more caution are least likely to heed warnings, while those already highly circumspect are most responsive to suggestions they may need to be even more careful. If you believe you’ve “arrived” as a rider and don’t need any training or practice, your actual need for these is probably great; you may resent me saying this, but you should be more worried. On the other hand, if terror is your co-pilot, you are also in dire need of training and practice, even if you find the prospect of taking a course intimidating. At either extreme, and for everyone in between, it’s not enough to read about technique or watch demonstration videos. While conceptual mastery is important, it’s woefully incomplete. Real skill development comes from precisely guided repetition and accurate feedback on our performance, whether or not we learn anything “new” in a classroom lecture. Then we must automate mental and muscular actions with practice…forever. This may mean drills in empty parking lots or on tough terrain, but it could also take the form of deliberately focusing on a specific skill during each ride. Unused abilities atrophy quickly, and even those we employ regularly can distort without corrective tune-ups. Formal coaching is merely a launchpad for ongoing development and maintenance.

Although insufficient without such follow-up, rider training is undoubtedly the best route to accurate self-assessment and, ultimately, realistic self-confidence. It replaces internally generated, imagination-based self-aggrandizement or self-doubt with expert critiques, concrete guidance and external validation, all delivered within an atmosphere of supportive concern in every example I’ve experienced first-hand or heard other trainees describe. Substantive self-confidence comes from two sources: a) people we respect who believe in us, and b) we demonstrate competence to ourselves with repeated successes in challenging situations. Rider training enriches us with more of both, no matter where we are in our evolution as motorcyclists. Here’s hoping we all “get this” in the year ahead.

Mark Barnes is a clinical psychologist and motojournalist. To read more of his writings, check out his book Why We Ride: A Psychologist Explains the Motorcyclist’s Mind and the Love Affair Between Rider, Bike and Road, currently available in paperback through Amazon and other retailers.

February 2022 | BMW OWNERS NEWS

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DON’T RUN AWAY FROM YOUR PROBLEMS.

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MOTORELIEF.ORG February 2022 | BMW OWNERS NEWS

83

Foundation Grant Program Honors Paul Bachorz

By Ron Davis #111820 AS THE GUY WHO GETS TO SEE ALL

the copy that goes into BMW Owners News before it gets into your hands or on your computer screen, I can’t count how many articles I’ve edited from members who write glowingly about opportunities they’ve had to take some formal training.

Young or old, whether it’s off-road, street or track courses, I’ve yet to read a story where the rider didn’t comment about how much his or her confidence and skills had improved by taking a class or workshop.

And just as often, writers pay tribute to how much their decision to take some training was aided by making use of a Paul B. Rider Training Grant (formerly called the Paul B. Scholarship) from the BMW Owners of America Foundation.

Established in 2011, the Paul B. Rider Training Grants fund was established largely as a tribute to Paul Bachorz, who was a popular driving force in the BMW Motorcycle Owners of Vermont and a member of the Yankee Beemers. He was also a regular contributor to Owners News

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BMW OWNERS NEWS | February 2022

and an editor for a “Touring Tips” column.

In both the MOA and the MOV, Paul was a vigorous proponent of MSF and all kinds of motorcycle training.

Following his untimely passing following a rally in Pownel, Vermont, his wife Judy was faced with the problem of what to do with all of Paul’s gear and motorcycles.

Paul was sometimes called “Mr. Farkle,” and in fact, it was said Judy often wasn’t sure exactly how many motorcycles he had! Thinking of holding an auction to benefit the MOV, the then-president of the Vermont club, Muriel Farmington, suggested honoring Paul by donating the funds raised to the MOA Foundation to encourage rider education and training on a larger scale. “He was a very giving man” said Muriel, “and he deserved to be remembered.”

Working with Muriel, MOA Executive Director Ted Moyer thought the funds could best be used as seed money for what is now called the Paul B. Rider Training Grant program which could be offered to

both members and non-members for training courses all over the country. The Foundation has supported the grant program annually ever since to support its mission of enhancing rider skills, safety and knowledge. Since its inception, a whopping $215,110 has been in awarded in grants to 1,076 riders!

Presently, the Foundation will award Paul B. Rider Training Grants of up to $250 for MOA members, or up to $100 for non-members (neither amount to exceed the actual cost of the training), toward the cost of participation in an approved training course. A committee comprised of three Foundation Board members will review all requests submitted and exercise broad discretion in approving training proposals.

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

Rik Lewis

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

Pam Werstler, Secretary pwerstler@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

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BMW OWNERS NEWS | February 2022

CONTRIBUTORS Cover Bill Wiegand #180584 Table of Contents Marty Takimoto #107071 Patrick Schmalle #224143 Big Picture John Howard Postcards from the Road Georg Thut #167558 Tomas Solnicky #220336 Mike Buhler #210204 Graham Stewart #165873 Peter Geffet #99516 Thelmo Treneman #195772 News Greg Feeler #2241

Dan Finazzo, Treasurer dfinazzo@bmwmoaf.org

Member Tested Bill Shaw #70903 Colleen Sepulveda #108960 Wes #170126 and Paula #199561 Fitzer

BMW MOA FOUNDATION DIRECTORS David Dunn david.dunn@bmwmoaf.org

Tech Wes Fleming #87301 Matthias Beier

Andreas Gneist andreas.gneist@bmwmoaf.org Rik Lewis rik.lewis@bmwmoaf.org Marty Martin mmartin@bmwmoaf.org Steve Martin steve.martin@bmwmoaf.org Walton Rogers walton.rogers@bmwmoaf.org

Features Bill Wiegand #180584 Phil Stearns #216110 Skills Jon DelVecchio #208163 Nancy Foote #158358 and Walt Fulton #154872 Lifestyle Bill Shaw #70903 Mark Barnes, PhD #222400 Ron Davis #111820 Talelight Richard Peebles #151945

Wes and Paula Fitzer

Greg Feeler

Colleen Sepulveda

IBMW MOA KEY VOLUNTEERS HIGH MILEAGE COORDINATOR Ray Tubbs (864) 438-0962; ray@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 2022 BMW MOA RALLY CHAIRS Brain Burdette, Greg Feeler and Pat Carol rallychairs@bmwmoa.org

REGIONAL COORDINATORS Jerry Barron - South Carolina (313) 587-2740; jerry.barron@bmwmoa.org Charles L. Buchanan IV - Virginia (920) 574-0170; charles.buchanan@bmwmoa.org Joe Burns - Pennsylvania (814) 229-0896; joe.burns@bmwmoa.org Doug Christensen - Florida (561) 536-3663; doug.christensen@bmwmoa.org Joe Dawson - Arizona (480) 721-4412; joe.dawson@bmwmoa.org Ken Decroo - California (909) 961-7762; ken.decroo@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 Vince Kelly - Pennsylvania (610) 7047611; vince.kelly@bmwmoa.org

Jon DelVecchio

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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 Stephen Rome - Florida (850) 479-2701; stephen.rome@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 Thomas Van Horn - Wisconsin (608) 695-6784; tomvanhorn@bmwmoa.org Gerry Weninger - Saskatchewan (306) 221-3787; gerry.weninger@bmwmoa.org Bryan Whitehead - Illinois (312) 804-2293; bryan.whitehead@bmwmoa.org

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In partnership with the BMW MOA, MOA Foundation and West38 Moto, a unique Premier Training opportunity for MOA members has been scheduled for March 20th-20th, 2022 in Borrego Springs, California! Come join us for 3 days of training, riding, and adventure on your personal motorcycle. The $2,195 registration fee includes: four nights of lodging along with dinner on each of the four days. Participants also receive a welcome gift and event shirt.

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BMW OWNERS NEWS | February 2022

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Limited to only 14 participants, this full day of rider training will encompass both on and off-road skill development using BMW Performance Center facilities, motorcycles and instructors. This unique opportunity includes two nights lodging at the Greenville Marriott Hotel with a Thursday night “Meet and Greet” and introductory session at the Performance Center. Friday features a full day of both on- and off-road training with breakfast, lunch and an evening dinner. Transportation between the hotel and the Performance Center facility, a special Premier event polo shirt, and the use of a Performance Center BMW motorcycle are also provided.

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Limited to only 14 participants, this full day of rider training will encompass both on and off-road skill development using BMW Performance Center facilities, motorcycles and instructors. This unique opportunity includes two nights lodging at the Greenville Marriott Hotel with a Thursday night “Meet and Greet” and introductory session at the Performance Center. Friday features a full day of both on- and off-road training with breakfast, lunch and an evening dinner. Transportation between the hotel and the Performance Center facility, a special Premier event polo shirt, and the use of a Performance Center BMW motorcycle are also provided.

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10 5 /6/2022 – 5/8/2022 MOA GETAWAY AT COEUR D’ALENE

LOCATION: Coeur d’Alene, ID CONTACT: BMW MOA 864-438-0962

11 5 /9/2022 – 5/11/2022 BMW MOA SPRING SMOKY MOUNTAIN TWISTED TOUR WITH THE BMW PERFORMANCE CENTER LOCATION: Greenville, SC CONTACT: BMW MOA 864-438-0962

membership@bmwmoa.org

12 5 /12/2022 – 5/13/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

13 5 /13/2022 – 5/15/2022 MOA GETAWAY AT LOS OSOS

LOCATION: Los Osos, CA CONTACT: BMW MOA 864-438-0962

14 5 /14/2022 - 5/15/2022 NEW SWEDEN 450

LOCATION: Cherry Hills, NJ ONTACT: Ron Cesaretti 856-425-4040 C

rcesaretti@comcast.net

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Enter code BMWMOA in source code box @ checkout & click “apply” Liqui‐Molyoil ‐ oil, fuel & air filters – 12/24K maintenance kits – brake pads & rotors – fuel pumps – Hall sensors – repair manuals & dvds–tools – fuel line

15 5 /19/2022 - 5/22/2022 EUROPEAN RIDERS RALLY

disconnect sets – fuel injection controllers – exhausts – batteries & chargers –

LOCATION: Burkesville, KY CONTACT: Steve Brown

master cylinders & rebuild kits – starters – spark plugs & wires – cables – radiator fans – alt belts – fender extenders – Carbtune carb/TB synchronizers

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February 2022 | BMW OWNERS NEWS

93

WHEN

AND WHERE

16 5 /20/2022 – 5/22/2022 MOA GETAWAY AT SANTA FE

LOCATION: Santa Fe, NM CONTACT: BMW MOA 864-438-0962

17 5 /20/2022 – 5/22/2022 MOA GETAWAY AT DILLARD

LOCATION: Dillard, GA CONTACT: BMW MOA 864-438-0962

18 5 /20/2022 – 5/22/2022 GREAT RIVER ROAD RALLY (GR3) LOCATION: Soldier’s Grove, WI CONTACT: Sam Garst 414-704-7767

guanocave@gmail.com

june

19 6 /3/2022 - 6/5/2022 LAND OF OZ RALLY

LOCATION: Atchison, KS CONTACT: Bruce Weber 913-620-4529

moa_84843@yahoo.com

20 6 /3/2022 - 6/5/2022 45TH ANNUAL HIAWATHA RALLY LOCATION: Houston, MN CONTACT: hiawatharally@gmail.com

21 6 /23/2022 – 6/24/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

juLY

22 7 /7/2022 - 7/10/2022 CASCADE COUNTRY RENDEZVOUS LOCATION: Cashmere, WA CONTACT: Dan Muir 703-585-2159

rallymaster@wsbmwr.org

23 7 /21/2022 - 7/24/2022 50TH ANNUAL TOP O’ THE ROCKIES RALLY

LOCATION: Paonia, CO CONTACT: Carl Thomte 303-753-6652 topotherockies@bmwmcc.org

august

24 8 /5/2022 - 8/7/2022 MOA GETAWAY AT GUELPH

LOCATION: Guelph, Ontario CONTACT: BMW MOA 864-438-0962

94

BMW OWNERS NEWS | February 2022

25 8 /6/2022 22ND ANNUAL 100,000 FOOT RIDE LOCATION: Centennial, CO CONTACT: Phillip Glynn 100kride@bmwmcc.org

26 8 /11/2022 – 8/12/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

OCTOIBER

33 1 0/7/2022 – 10/9/2022 47TH FALLING LEAF RALLY LOCATION: Steelville, MO CONTACT: rally-coordinator@

gatewayriders.com

34 1 0/15/2022 – 10/18/2022 ULTIMATE PREMIER TRAINING EVENT WITH THE BMW PERFORMANCE CENTER

LOCATION: Greenville, SC CONTACT: BMW MOA 864-438-0962

membership@bmwmoa.org

septemiber

27 9 /2/2022 – 9/6/2022 ADVENTURE TRAINING WITH WEST38MOTO IN OURAY, COLORADO

LOCATION: Ridgway, CO CONTACT: BMW MOA 864-438-0962

ray@bmwmoa.org

28 9 /9/2022 - 9/11/2022 51ST ANNUAL WISCONSIN DELLS RALLY

LOCATION: Wisconsin Dells, WI CONTACT: Robert Preuss 262-391-0550

dellsrally@gmail.com

29 9 /9/2022 - 9/11/2022 MOA GETAWAY AT SUGARBUSH LOCATION: Warren, VT CONTACT: BMW MOA 864-438-0962

30 9 /16/2022 - 9/18/2022 MOA GETAWAY AT CEDAR CITY LOCATION: Cedar City, UT CONTACT: BMW MOA 864-438-0962

31 9 /22/2022 - 9/25/2022 2ND ANNUAL LAUREL HIGHLANDS WEEKEND - SPONSORED BY THE BMW MOA LOCATION: Somerset, PA CONTACT: Jason Kaplitz

gsjay@kaplitz.com

32 9 /23/2022 - 9/26/2022 35TH ANNUAL HOOSIER BEEMER RALLY LOCATION: North Vernon, IN ONTACT: Andy Fountain C

(812) 498-2031 k12lts@gmail.com

35 1 0/23/2022 – 10/27/2022 ADVENTURE TRAINING WITH WEST38MOTO IN DEATH VALLEY, CALIFORNIA LOCATION: Amargosa Valley, NV CONTACT: BMW MOA 864-438-0962

ray@bmwmoa.org

36 1 0/27/2022 – 10/28/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

NOVEMIBER

37 1 1/3/2022 – 11/4/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

38 1 1/17/2022 – 11/18/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

DECEMIBER

39 1 2/8/2022 – 12/9/2022 PREMIER TRAINING AT BMW PERFORMANCE CENTER

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

ray@bmwmoa.org

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

Adriatic Moto Tours...............................23 Adventure New Zealand Tours.........33 AeroFlow...................................................27 Aerostich-Rider WearHouse...............31 Alaska Leather.........................................35 Beemer Boneyard..................................93 Beemer Shop, The..................................37 Best Rest Products/Cycle Pump.......27 Bing.............................................................91 Black Box Embedded............................33 Boxer Works Service..............................93 Capital Cycle............................................33 Colorado Tourbike Rentals.................23 Cyclenutz...................................................93 DMC Sidecars...........................................85 Edelweiss Bike Travel............................82 EPM Hyper Pro.................................23, 86 Euro Moto Electrics...............................23 Geza Gear..................................................86 Giant Loop................................................37 Helmet Sun Blocker...............................77 HEX ezCAN...............................................93 Ilium Works...............................................36 IMTBike Tours..........................................27 Kermit Chair Company.........................77 Knopf Tours..............................................37 LD Comfort...............................................31

M4Moto..............................................43, 86 MachineartMoto....................................91 Michelin Tire............................................IFC MOA Foundation Raffle..........................9 MOA Foundation SafeMiles........11, 19 MOA Getaways.......................................87 MOA Platinum Roadside Assist...... IBC Morton’s BMW.........................................82 Moto Bike Jack........................................33 Moto Bins..................................................77 Motonation..............................................BC Motorcycle Relief Project....................82 Mountain Master Truck Equip....35, 85 Overseas Speedometer.......................82 Peter Lattman Real Estate...................85 Progressive Insurance.............................1 Redverz......................................................33 Re-Psycle BMW Parts.....................33, 82 Rider Magazine........................................86 Roadrunner Magazine..........................91 Ron Davis - Shiny Side Up...................86 Russel Cycle Products...........................27 Sargent Cycle Products........................77 The Ride Inside........................................79 Top of the Rockies Rally.......................79 Touratech.....................................................5 Wilbers USA.......................................31, 82

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 52, Number 2

February 2022 | BMW OWNERS NEWS

95

TAILIGHT

Blown Away!

Richard Peebles #151495 took the Grand Coddiwomple Challenges very seriously as seen in his interpretation of the Challenge Dirt Nap!

Never ride alone With Platinum Roadside Assistance and Tire Protection added to your BMW MOA membership, you’ll never ride alone again. BMW MOA’s 24/7 Platinum Roadside Assistance gets you to a repair facility fast and will even replace a punctured tire for free! All that for only $109 a year, which includes the cost of your MOA membership.

Join online at bmwmoa.org or convert your current BMW MOA membership by calling 864-438-0962. BMW MOA Platinum Roadside and Tire Protection, available exclusively for BMW MOA members.

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