BMW Owners News for June 2024

Michelin Anakee Road Tire

Anakee Road Tire

Michelin Anakee Road Tire

MICHELIN TIRE INSTALLATION RETURNS TO THE BMW MOA RALLY!

Our new On-road tire specifically designed for Adventure Touring motorcycles

The all-new Michelin Anakee Road front and rear tires feature 100% Michelin Silica Technology for optimized wet grip, helping you feel connected to the road in wet conditions.1 The longlasting center tread compound is designed to enable you to take your road adventure the extra mile. And, these 90/10 tires are built for reliable on-road stability in all conditions so you can have a more condent ride.

The all-new Michelin Anakee Road front and rear tires feature 100% Michelin Silica Technology for optimized wet grip, helping you feel connected to the road in wet conditions.1 The longlasting center tread compound is designed to enable you to take your road adventure the extra mile. And, these

The all-new Michelin Anakee Road front and rear tires feature 100% Michelin Silica Technology for optimized wet grip, helping you feel connected to the road in wet conditions.1 The longlasting center tread compound is designed to enable you to take your road adventure the extra mile. And, these 90/10 tires are built for reliable on-road stability in all conditions so you can have a more condent ride.

We’ll plan to see you in Bend, Oregon at the BMW MOA National Rally! Stay tuned for details about our on-site tire installation offer!

Michelin is proud to partner with Cascade Tire & Racing Services with on-site tire installation during the BMW MOA Rally in Redmond, Oregon. To celebrate this, rally attendees can receive a 10% instant discount on the purchase of all Michelin motorcycle tires. This pre-rally special, which ends on midnight June 12th, will secure your slot for on-site service during the rally. Scan the QR code or visit https://bit.ly/cascade4bmwmoa for complete details and to complete your purchase. To add to your savings, Michelin will be offering a 15% rebate by mail during the rally, valid on all tires purchased through Cascade Tire & Racing Services. Visit the Michelin booth for complete details on this exclusive BMW MOA rally rebate. Hurry! Slots are limited. Service is scheduled on a first-come, first-served basis.

We’ll plan to see you in Bend, Oregon at the BMW MOA National Rally! Stay tuned for details about our on-site tire installation offer!

Motorcycle.Michelinman.com @MichelinMotorcycle.US @MichelinMotorcycle #MichelinOnMyMoto

er!

Motorcycle.Michelinman.com @MichelinMotorcycle.US @MichelinMotorcycle #MichelinOnMyMoto

Motorcycle.Michelinman.com @MichelinMotorcycle.US @MichelinMotorcycle #MichelinOnMyMoto

BMW Classic Ball Bearing 6207 MN 20

Talk to any BMW vintage parts expert and you’ll learn that some of the elements inside your classic bike have evolved over time. Take, for instance, the humble crankshaft bearing. The BMW 6207 bearing has seen its materials and manufacturing specs change over the years and it’s well known that the standard commercial version’s cage is prone to failure. That’s why we always choose and recommend the upgraded 6207 from BMW Classic.

Thanks to advanced German engineering and modern materials science, BMW Classic’s 6207 bearing is manufactured to give you the peace of mind that your crankshaft rebuild will stay rebuilt. Available in two versions, with a brass or pertinax cage.

MAX BMW has a huge domestic inventory of BMW Classic parts for your vintage project, in-stock and ready to ship from our store in CT.

Shop our parts catalog at www.maxbmw.com Questions? Call us at 203-740-1270 or send an e-mail to francis@maxbmw.com

ROBERT MCISAAC #10494

PAUL GUILLIEN #179473

DUSTIN SILVEY #224778

SHE GETS IT!

For years, my wife Judy had always wanted to travel to Europe, specifically Spain. As a Christmas gift probably 20 years ago, I even gave her a book detailing the country and its must-see sights. Sadly, between family and career responsibilities, that trip never happened. In the years since, our daughters grew up, finished college, and began their own lives. We were finally empty nesters.

My first rally as editor of BMW Owners News was way back in 2014 in St. Paul, Minnesota. To get a better idea of what I did with the MOA and to experience a motorcycle rally herself, Judy drove up from our home in Illinois. At the time, Judy was also a rider, but her preference was horses.

Impressed with what she saw, shortly after the St. Paul rally, Judy thought she might enjoy riding with me and bought a helmet and gear. It only took an hour of riding the flat, straight, and boring roads of the central Illinois prairie for her to realize she had had enough. Her new motorcycle gear began collecting dust.

Last summer, an opportunity to see Spain and Portugal with IMTBike popped up and believing this would fulfill Judy’s long-held dream, I was all in and reserved our spots on the tour. Though initially hesitant, Judy reluctantly agreed when I told her of a chat I had with IMTBike owner Scott Moreno at our 50th Rally in Virginia. There, Scott assured me that if Judy was uncomfortable on the bike, she could ride in the chase van and work on her Spanish with the driver. It sounded like a win-win to me, and luckily, Judy felt the same. We were finally planning the trip to Spain, albeit in a way significantly different than how she always thought she’d see the country.

Last month, we found ourselves sitting at a streetside café in Madrid drinking Americano coffee. We’d finally made it! Later that night, during our introductory meeting with the other riders on the tour, I drew the short straw and was the first to speak. After the usual description of who we were, where we were from, and why we were there, I mentioned Judy had only about an hour of experience on a motorcycle and I only an hour of carrying a

passenger on a motorcycle. In a joking tone, I mentioned Scott’s words of last summer regarding the available seat in the chase van being available should Judy feel uncomfortable on the back of the bike. I expected a chuckle or two, but the silence I heard was deafening. Motorcyclists book tours to faraway places to experience something new and exciting and be with others passionate about riding. The last thing anyone wants is to be encumbered by a rider unable to keep up or even worse, someone who has no idea just what it is they’re getting into.

I’ve always taken the passenger pegs off my bikes. If anyone ever asked for a ride, I’d simply say I couldn’t because they’d have no place for their feet. Though I am willing to accept the consequences of my actions of my motorcycle, I’ve been unwilling to accept the responsibility of carrying a passenger. To be honest, I was a little nervous myself at the thought of having Judy behind me for the next two weeks.

The first two days of the tour were along some of the most beautiful roads I’ve ever ridden, with more curves than the Tail of the Dragon. It was a baptism by fire, yet the more kilometers we covered, the more comfortable both Judy and I felt aboard the bike. Toward the end of the first week, several fellow riders even commented on how well they thought Judy was doing riding pillion–words we couldn’t have been happier to hear.

But the best words came from Judy herself, who, after a couple of days in the passenger seat said, “I finally get why you like this so much!”

Over the years, whether I’ve ventured off alone or with friends, when I returned home and Judy asked how the ride was, I could never explain my experience in a way she would fully understand. Motorcycling was “my” thing and not something I’d ever believe we’d share.

Today, motorcycling has finally become “our” thing and the thought of sharing this with the person I love the most takes my enjoyment to a level I never thought possible.

Looking for Don Quixote

Jeff Traviss (#198927) and his wife Kelly ride past the Castle of La Muela near Consuegra, Spain, while touring recently with IMTBike.

Photo by Bill Wiegand #180584.

fighting to make change

By Phil Stalboerger #196597 BMW MOA Treasurer

Two quotes we have all probably heard before: “Politics is run by those who show up,” and “All politics is local.”

After being involved in a motorcycle accident nearly two years ago, I started to think about combining some of my professional experiences with my passion for motorcycles.

The BMW Motorcycle Owners of America is not a political or lobbying organization, nor does it currently have the means or plans to partake in those efforts. However, there are things we can do as individuals that can have a major impact. When is the last time you voiced your opinion on motorcycle issues to your state or federal law maker? If you are like most Americans, you probably ask yourself “How would I do that, and how can I be successful as one person?”

I have embarked on a personal mission to try and change state law to allow lane splitting in Minnesota. Convincing lawmakers on motorcycle safety can be time consuming, require significant energy and creativity and be exhausting, yet rewarding. While less than ten states have passed some sort of lane splitting or lane filtering laws, there are compelling reasons states are embarking on these efforts. Finding the right legislators at the right time to listen to statistics and our stories is key.

Members of my local chartered club, the BMW Motorcycle Owners Club of Minnesota, joined me in this effort, as did Rider Academy, Aerostich, and others. As citizens, riders volunteered to simply write an email to their legislator about their opinion–a grassroots efforts at its finest example. This is an

Contact Phil Stalboerger at phil.stalboerger@bmwmoa.org

Contact the MOA Board of Directors at board@bmwmoa.org

effective way for fellow riders to participate in the legislative process simply by writing a letter. Any change in law can take several attempts to push it past the finish line. Whether or not it becomes law this year in Minnesota, many riders in the BMW motorcycle community are on record in support and know their voice matters.

This effort has energized me to want to see this happen in more states. So how do our chartered clubs, BMW dealerships, and MOA members passionate about motorcycle safety work together to help influence public policy? Grassroots efforts are some of the most basic and yet effective elements of the legislative process. Your voice matters and in future issues of BMW Owners News, I will explain more on how you can get involved, share examples, and provide tools necessary to be effective.

This idea of harnessing our collective energy as a club to educate, motivate, and influence has me excited about the future of the MOA.

I often ride listening to music written by our dearly departed fellow MOA member–Neil Peart. I would be remiss if I didn’t admit that his personal dedication and focus continues to be an inspiration. In the April 2005 of BMW Owners News, Peart talked about his love of this magazine and that the MOA is about being a collective of “people (who) bring their wisdom and their knowledge in different aspects of riding.”

Passion can be a catalyst to influence, and I believe together we can help change our motorcycle world for the better.

Ride Inspired.

POSTCARDS FROM THE ROAD

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.

Above, Paul Breau (#236288) found a scenic spot near his North Carolina home to photograph his R 1200 GS Adventure.

Right, Riding the blues trail near Clarksdale, Mississippi. Photo by Steve Martin #69767.

Top left, My 2014 K 1600 GTL while on a trip to Boca Chica Beach and the Gateway to Mars.

Top right, My K 1600 GTL photographed near Lake Cachuma just north of Santa Barbara, California. Photo by Tim Crain #217480.

Left, A photograph taken during an early spring ride in southeast Pennsylvania. Photo by Terence Hamill #14629.

Below, My beloved 1981 R 80 G/S photographed on a bridge over the Salmon River near Riggins, Idaho. Photo by Mark Weinrobe #229948.

Photo by Mark Rickards #194725.

tRIDERTORIDER

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

seller beware!

We are all familiar with the phrase Buyer Beware; however, in the age of neverending online scams, watch out for this one–the VIN Report request!

It goes something like this. You decided to sell your motorcycle and place an advertisement on a national online motorcycle sales website. Immediately, you receive several apparently interested responses from people who want to view the motorcycle. They propose a time and date in the next few days. They tell you they will pay cash and your full asking price. They are very interested, but first they want you to purchase a Vehicle Identification Number (VIN) report to make certain that your motorcycle was not salvaged, has a good title status, etc. The scam buyer will include a link to their preferred VIN reporting web page. Do not click on the link! It is a scam. Often the link to the site includes .vin or vincheck in the website address. The scam buyer makes their request seem more legitimate by offering to split or reimburse the cost of the VIN report when they purchase the motorcycle. Scam buyers will tell you that only the seller can initiate a VIN report. False. If you click on the link the perspective buyer has provided, you will be redirected to their scam VIN report webpage. You will be prompted to enter your credit card information along with your personal information. Your credit card be charged $30 or more and you will never receive a VIN report. Worst of all, the scammer now has your credit card information, your full name and address, phone number and potentially other information. Once the scammer has your personal data, it can be sold to other scam artists, and the threat to your finances and personal privacy remains indefinitely.

Defend yourself by never following a

link from a person unknown to you. If the purchase offer and timing sounds too good to be true, it most likely is. Do not communicate with the potential buyer outside your original listing site server. Lastly, do your homework. Google the scammer’s proposed VIN reporting site. Doing so will often verify the scam VIN website. More information can be found at consumer.ftc.gov and check out YouTube.com for dozens of videos on this scam.

Be suspicious, be smart, stay secure.

Robert Metzger #175518 Eugene, Oregon

an impressive machine

I don’t think it is an overstatement to say that I think my 2011 R 1200 GS is a pretty good bike.

I bought it new in Ottawa, and it now has 277,637 km (172,515 miles) on it.

Having travelled a distance greater than 6.9 times around the Earth at the equator, I think the bike has proven to be a remarkable piece of engineering.

99.999% of my riding is solo on paved highways with no deep-water crossings.

The bike is still going strong, with only routine/minor maintenance so far. No engine rebuilds, no gearbox rebuilds, no rear drive rebuilds, and the clutch is 100% original. Bearings and seals are all original, except for one new valve cover gasket. Only five valves have ever required actual adjustment.

I have never exceeded engine redline, and I have never lubed the splines. I weigh over 200 pounds, so I leave the ESA on two-up with damping set at normal; there have been no issues with fork seals leaking. I’ve also experienced minimal engine oil consumption, having used full synthetic oil since the first few

toil changes. There have been no driveability or power issues and my fuel economy is good. Since the warranty expired, I’ve done all of my own maintenance.

Yes, 13 years later, I remain very impressed with this bike.

Dave McDougall #141987 Guelph, Ontario

my custom helmet fitting

I greatly enjoyed Mark Barnes recent article regarding custom fitting one’s helmet. I have learned the hard way that a helmet interior will shrink with age, resulting in a sloppy, uncomfortable fit. My personal gripe about helmet sizing is the lack of a head specific category for me–Intermediate Neanderthal. I have solved my problem by first purchasing a helmet that may be too snug at first, only to break it in well. And my simple solution to custom fitting is the use of felt stickers typically used for insulating chairs or other furniture legs from marking the floor. They are available at any home improvement store—just peel and stick—and are perhaps a bit thinner and easier than the Velcro solution mentioned in Mark’s article.

John Painter #128954 Granbury, Texas

stowed away!

Nuts! Well, acorns, to be precise. Lots of them!

I’d turned away from my trusted ride of more than two decades, a tartan green, 2000 R 1200 C, to put some bolts and fasteners on the counter inside James Carlisle’s fully equipped garage in Northern Virginia. As I did so, another

BMW Motorrad Club of Washington D.C. member lifted the air filter cover to reveal, of all things, more than a dozen hollowed-out acorn shells in and around my machine’s air filter!

“Some sort of animal must have gotten in there,” I thought I heard someone from behind me exclaim, though I hadn’t yet connected the remark with my R 1200 C.

As I turned back around, I saw the astonished faces of other chapter members, who’d also come out on that cold and rainy day in early March for Tech Day. Some of them snapped photos, while others just gaped at the cache some inconsiderate squirrel left behind who knows how long ago. But wait, there’s more! We found another trove stowed away under the battery!

It was my third Tech Day, a periodic chapter event during which members can work on their trusty steeds, though many stop by, some by car, just to watch, learn, and chat. Those who ride can get their wheels balanced, fluids changed, or tackle any other task requiring the tools, technical support, camaraderie, or extra hands they don’t have access to at home.

This one was only my second as a member. Another BMW rider let me know about the event after responding to my distress call about a clutch problem. My wife and I drove in her car to that first Tech Day, and James talked us through how to properly replace the clutch slave cylinder and bleed the clutch line to get the bike running and shifting, happily again.

Following his advice, we fixed it not long after we got back home. I went from crestfallen at the prospect of having to part ways with my beloved Bond bike–as so many know the R 1200 C from its part in the James Bond flick Tomorrow Never Dies–to elated by the feeling of having resurrected it. The members on hand for

my first event were so welcoming and knowledgeable that I joined the club right away.

My wife and I went on our first club event after that, the annual Square Route Rally in western Maryland that June. We had a blast, enjoying the company of fellow motorcycle enthusiasts, aweinspiring rides and tasty food and drink. After all those years I spent as a lone wolf, hitting the road for short day trips, we both appreciated feeling like we were a part of something bigger.

So, back to those nuts.

This time, I decided replacing my battery and air filter would be a great Tech Day task. Having to disconnect the fuel lines and lift the tank off the bike to replace the battery and air filter is something I did once, years ago, when the bike was still new. It’s not anything I ever wanted to tackle on my own again, and I’ve relied on a dealership the last few times.

James and the other club members were more than willing to assist this time. After securing the bike on a lift, a couple other riders helped me lift the tank off while getting their hands dirty alongside mine. One of them graciously hefted the tank while I found and disconnected a hose running from the underside of the tank to the bike’s charcoal canister. Nobody asked them; they just stepped in to help, as others had aided them with their bike-related tasks in the past.

After discovering the squirrel’s abandoned bounty, someone quickly responded by vacuuming out the cavities where the battery and air filter went. I still wonder how that squirrel got all those acorns deep into the belly of the bike, how many trips it must have taken, and over how long a period.

That unexpected part of the job completed, we then swapped in a new

WE WANT TO HEAR FROM YOU!

battery and filter. Next, James offered to test my brake fluids, which were overdue for a change. We tackled that, too, with the same process, but with a better setup and equipment than my wife and I used to bleed the clutch line at home following that first Tech Day.

After most of the other riders had left, I tightened up the last tank bolt, reattached the saddlebags, threw a leg over and took the aged green machine for a spin around the block just to make sure everything was working properly. All systems go, I pulled back into the driveway to express my thanks and exchanged a fist bump of triumph with James before heading out. By early afternoon, the rain had ended and the sun was peeking through the clouds, and my R 1200 C, with its fresh air filter and sans acorns, rode so smoothly on the ride home! I, too, felt recharged.

Don’t get me wrong. I feel a sense of accomplishment from tackling certain projects like changing the oil at home. And, in the April edition of BMW Owners News, Managing Editor Bill Wiegand wrote about the vast knowledge base that’s available thanks to social media and YouTube videos. But, as he noted, it’s the sense of community that elevates the MOA and local chapters like the BMW Motorrad Club of Washington DC to another level.

To be clear, just in case some of you are still wondering if I’ll ever try to replace the battery on my R 1200 C again without help, let me just say this: You’ve got to be nuts!

“The creation of a thousand forests is in one acorn.”-- Ralph Waldo Emerson

Daniel Sernovitz #232853 Washington, D.C.

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

Got something to get off your chest? Tell us about it. Know a business that deserves to be recognized? Tell us about it. Got a riding or tech tip that we could all benefit from? Tell us about it. Got a suggestion for BMW Motorrad? You know the drill–Tell us about it! There’s only one rule and that’s to stick to the subject that brings us all here–motorcycling, so save political rants for Facebook! Send your thoughts to editor@bmwmoa.org and lets all work to build a better community.

fall premier training dates announced

In partnership with the BMW MOA, MOA Foundation, and the BMW Performance Center Rider Academy, Premier Training opportunities for MOA members have been scheduled this fall at the BMW Performance Center Rider Academy in Greer, South Carolina.

Limited to 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 BMW MOA campus. 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.

Riders may choose to use their personal motorcycles for this training opportunity but will assume all risk and responsibility for any damage. This program provides a $200 grant from the MOA Foundation on completion of the training.

If you want to improve your on-road skills and get a solid introduction to off-road riding, this training is for you. On-road training includes slow rides, trial stops, a city course, emergency stops, obstacles avoidance, and braking. The off-road section gives you a flavor of a slow ride on dirt, the slalom course, how to tackle washboard ruts, emergency stops, and an intro to hills if the time allows.  Fall dates for the events include September 26-27, October 24-25, and November 14-15. The MOA Premier Training event costs $1,595 per person and represents a great opportunity to receive quality training at a significantly reduced cost. Availability for this unique event is sure to fill quickly, so don’t delay in registering. For more information, visit bmwmoa.org/events.

ride vision

pro2

– a groundbreaking advancement in motorcycle safety

Ride Vision’s recently introduced Pro2 system sets the standard for blind spot and distance/collision alerts for motorcycles.

The Ride Vision Pro2 system features state-of-the-art AI and machine learning algorithms to offer riders real-time alerts during their rides. According to Tommy Weiss, “RV Pro 2 is more than a safety feature, it’s a life-saving companion for every motorcyclist. In a world where riders face the open road with their bodies exposed, our product instills confidence through scientific surrounding image sensors. It’s not just a technological marvel, it’s a critical tool that grants riders the precious seconds needed to avert potential dangers and collisions.”

Equipped with the industry-leading Collision Aversion Technology, a fusion of Artificial Intelligence and Computer Vision, Ride Vision Pro 2 seamlessly integrates with all motorcycle and scooter makes and models. The system offers easy self-installation and utilizes cutting-edge AI and machine learning algorithms to alert the rider in their peripheral vision through dedicated indicators mounted on the motorcycle.

Users of RideVision Pro2 can also record up to three hours of high-definition video footage, ensuring every moment of their journey is captured in stunning detail. The intuitive interface allows for easy retrieval, editing, and sharing of recorded content, empowering riders to create and distribute captivating videos with ease.

RideVision Pro2 is more than just a video recording tool—it’s a safety companion. Designed to keep riders safe on the road, the app enables users to document unique riding moments and unfortunate accidents, providing valuable evidence when needed.

For complete information and to purchase RideVision Pro2, visit ridershield360.com.

fall dates announced for smoky mountain magic tour

Join MOA members Vance and Mari Harrelson for four nights and three days of pure riding pleasure in the Magical Smoky Mountains this fall from September 30 through October 4. On this tour, not only will you ride the iconic roads of the Smoky Mountains, you will also have a chance to discover the side roads and places off the beaten path. This is an “all-inclusive” tour that includes your lodging, meals, and even your gas during the tour. All you need to do is check in on the first night, and we’ll take it from there!

Lodging for the tour will be the beautiful Fontana Village Resort nestled in the heart of the best motorcycle roads east of the Mississippi River. The tour includes three-day trips leaving and returning to the Fontana Village Resort.

Start your morning with breakfast at the lodge before we head out to explore for the day. We will ride at a relaxed pace averaging 150 miles each day. If you’ve always wanted to ride in the mountains but don’t want to worry about keeping up with a fast group pace, this is the tour for you! And there will always be plenty of time for exploring along the way.

The list of roads to be explored include some of the most iconic in the area and include the beautiful Cherohala Skyway

and the Tail of the Dragon. We’ll also ride some little-known back country roads through the Joyce Kilmer National Forest and enjoy spectacular views from the Cherohala Skyway as you cross into Tennessee and the quaint town of Tellico Plains. Routes also include a tour of the Wheels Through Time motorcycle museum, home to one of the world’s premier collections of rare American motorcycles and memorabilia. Then a scenic ride brings us through the towns of Cherokee and Bryson City with stops at the beautiful Soco Falls, the “Road to Nowhere,” and much more.

The cost of the tour is $2,195 per rider and includes your room at the Fontana Village Lodge, a welcome dinner on the first night, breakfast, lunch and dinner for the three days of the tour and all your gas during the tour. Tour participants will use their own motorcycles and are responsible for getting to Fontana Village Resort and the return trip at the conclusion of the tour. Passengers are encouraged to join the tour for an additional $595, based on double occupancy.

This tour, limited to only ten riders, will sell out quickly and is sure to be a good time for all! For more information, visit bmwmoa.org/event/mountainmagic

BMW Motorrad usa announces bmw motorrad days americas 2024

BMW Motorrad USA has announced the return of BMW Motorrad Days Americas 2024 as part of the Barber Vintage Festival from October 11-13. The first ever BMW Motorrad Days Americas took place last year and helped celebrate the 100-year history of BMW motorcycles with a record attendance at the Barber Vintage Festival.

“Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “There is no better community than the global motorcycling community, and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people from so many different backgrounds celebrating our passion for riding is truly a special experience.”

Tickets for the Barber Vintage Festival go on sale on May 21, 2024, and two-wheel enthusiasts will be able to purchase discounted event passes through BMW Motorrad USA.

At the event, attendees will have access to the BMW Motorrad Fan Zone with new and vintage motorcycles and partner displays, a kid zone, live music, and a beer garden. The BMW Fan Zone also offers a great view of vintage racing on the Barber circuit.

In the Proving Ground, on- and off-road demo rides on the newest BMW models will be available, including the R 1300 GS, the F 900 GS, and the R 12, along with the fully electric CE 02. While enjoying everything BMW Motorrad Days Americas and the Barber Vintage Festival offers, attendees will not want to miss their opportunity to tour the famous Barber Vintage

Motorsports Museum which features more than 1,600 historic vehicles on display.

The Annual Barber Vintage Festival is a celebration of vintage motorcycles and one of the largest motorcycle festivals in the world. With thousands of vintage motorcycles onsite during the weekend, there will be plenty for the vintage motorcycle enthusiasts to love. More than 80,000 spectators are expected during the three-days of the festival, where they can experience vintage motorcycle racing, the Fan Zone, stunt shows, a swap meet with over 600 vendors, and demo rides.

Located just outside Birmingham, Alabama, Barber Motorsports Park and Museum is home to the Barber Vintage Motorcycle Museum which features the world’s largest vintage motorcycle collection. During the weekend, the Museum is open for extended hours and features seminars, speakers, and demonstrations.

Left, Inside the Barber Vintage Motorcycle Museum at Barber Motorsports Park.

Top right, Thousnads of vintage motorcycles are expected to be in attendance.

Middle right, On and off-road demo rides will be available.

Bottom right, The Kid Zone at BMW Motorrad Days Americas.

HYDRATION PACKS

Staying hydrated while riding is of critical importance. Poor hydration can lead to all sorts of problems, up to and including unconsciousness and even death! Fortunately, lots of companies provide easy ways for us to carry water on our rides, whether we hang those packs from our shoulders or our waists.

Kriega Hydro-2 and Hydro-3 kriega.us

The Hydro-2 (2-liter bladder, 4 colors) costs $160; the Hydro-3 ("military grade" 3-liter bladder, 2 colors) costs $180. Both rely on the Quadlock latching system to secure the straps to the rider's chest and transfer weight off the shoulders. Ships direct from the UK with no import duties. Kriega has an excellent reputation among motorcyclists. Packs are made in China.

Klim Quench Pak klim.com

Klim's compact, low-profile Quench ($99.99) won't weigh you down or interfere with mobility. It includes a 2-liter bladder and uses their front-clip stability harness. Also includes the ability to hang their Scramble Pak ($79.99) off clips at the bottom of the pack; the Scramble can also carry water if needed. Klim products are made in Asia and Europe.

Klim XC Aqua Pak klim.com

If you're not into wearing a backpack, Klim has you covered with the XC Aqua ($129.99). Strap this pack on like it's a kidney belt and carry 2 liters of water with you, along with a few tools or other sundries. Includes drain grommets in case your bladder gets punctured or leaks.

USWE Outlander 2

uswe.com

The Outlander ($99.99) carries a 2-liter bladder and little else, but the award-winning "No Dancing Monkey" four-point harness keeps this lightweight pack in place, while the stretchy straps don't impede your ability to move. Many other packs of all sizes are available. USWE (pronounced yoo-sweee) is a Swedish company and now owns U.S.-based Giant Loop. USWE products are made in Vietnam.

USWE Zulo 2L Waist Pack uswe.com

As with Klim, USWE offers a waist pack for hydration needs; the Zulo 2L sports a single liter of carrying capacity, but gives you an extra liter of space for power bars, keys, etc., and is eminently affordable at $89.99. A 6-liter version (w/1.5-liter bladder) is available for $144.99.

OGIO Hammers ogiopowersports.com

OGIO makes all sorts of packs, bags and luggage, so it should be no surprise their hydration packs look high quality, even for their low prices. The Hammers ($99.99) holds a 2-liter bladder and features insulation OGIO claims will keep your water cold for 30% longer than other packs. An anti-slosh strap keeps your liquid load secure. OGIO products are made in Indonesia, Philippines, Taiwan and Myanmar.

OGIO

Ripper

ogiopowersports.com

With features similar to the Hammer (anti-slosh strap, insulation), the Ripper ($89.99) is worn across the lower back and provides a 1.5-liter bladder for hydration on the go. A small bungee cord area allows storage of small items like gloves.

michelin tire installation returns to the MOA Rally

Michelin will partner with Cascade Tire & Racing Services to offer on-site tire installation during the BMW MOA Rally in Redmond, Oregon. To celebrate this collaboration, rally attendees can receive a 10% instant discount on the purchase of all Michelin motorcycle tires.

This pre-rally special, which ends on midnight June 12th, will secure your slot for on-site service during the rally. Visit bit.ly/cascade4bmwmoa for complete details and to complete your purchase. To add to your savings, Michelin will be offering a 15% rebate by mail during the rally, valid on all tires purchased through Cascade Tire & Racing Services.

Visit the Michelin booth at the rally or rally app page for complete details on this exclusive BMW MOA rally rebate.

Vintage BMW display and seminar

By Lee Deyoung #31683

The Vintage Display defines the historic importance of BMWs as bikes to be studied, treasured, and enjoyed. Collectors, restorers, and enthusiasts are invited and encouraged to exhibit their vintage machines. All rally participants are welcome to visit the exhibit for a journey through BMW motorcycles’ traditions and history. Enthusiasts will be amazed at the site of antique and classic models, museum restorations and daily riders ranging from the 1920s through 1979.

All will be highlighting the evolution of BMW design, engineering, and the current state of technology of the day. The variety of bikes on display include those which have been lovingly and painstakingly restored, and others carefully and mindfully preserved as original, each representing an important part of the BMW motorcycle story.

Vintage owners and restorers Jack Wells and Lee Deyoung, will lead a seminar on Friday morning “Restoration and Preservation of Vintage BMWs.” Check the rally schedule for location. The presenters have personally restored and ridden antique and classic BMWs and are experts in their fields. They will discuss mechanics, electrics, paint, storage, insurance, and the history of these machines. How-to’s and resources will highlight the seminar along with discussion and a Q & A. Participation is encouraged. This is a wonderful opportunity for those who have or are in the process of restoring a vintage bike, or contemplating doing so, to meet, network and share information.

The exhibited bikes can be judged (which is strictly optional) Saturday morning starting at 9:00 AM. Judging is based on factory originality (with some exceptions such as period accessories, racers, and sidecar rigs) and the AMCA philosophy where each bike is assessed on its own merits beginning at 100 points. The Awards Ceremony will take place Saturday, 2:30 PM, at the display site. Bikes rated over 95 will receive an Award of Excellence. Two special awards will be presented: The Vern Mitchell Trophy to the enthusiast who accurately and beautifully restored a pre-1979 bike on his or her own, and The Jim Falk Award to the visionary who actively promotes the restoration and preservation of vintage BMWs.

download the rally app for the 411

If you are looking for updates and news about Ridin’ to Redmond, download the BMW MOA’s Rally app for iOS and Android. The Rally app will have the latest updates to rally schedules, seminar listings and presenters, listings of exhibitors, area maps, and entertainment information. The app will also be the place for news from the Rally grounds, including updates and changes as it happens.

To get the app, visit your favorite mobile device app store for Apple or Android. Search BMW MOA and look for the MOA logo! Install the free app on your device, log in with an email address and you are set. Follow the on-screen prompts from there.

brewfest '24 is on!

Central Oregon has some fantastic craft beers and we’re ready to try ‘em all! Brewfest ‘24 will be held from 1-5 p.m. on Friday, June 14, in the Coastal Pavilion.

Local breweries will treat MOA members to samples of their favorite beers while brewmasters and people in the know from each brewery will be on hand to discuss the flavor, the process and the general love for craft beer.

$29 gets you into the event, a sample of the 40+ beers on hand, some munchies and maybe an extra taste of your favorite brew if you speak nicely to the servers! The first 1,000 through the door will also receive a commemorative Rally Brewfest taster glass with a special logo from the event. (Limit 4 tickets per registration.)

To register, visit bmwmoaf.regfox.com/moa2024rallybrewfest

don't forget the laughter –an evening with sam manicom

Motorcycle adventurer and author Sam Manicom has been traveling his entire life. He has authored several adventure travel books including The Moment Collectors, Into Africa, Under Asian Skies, Distant Suns, and Tortillas to Totems, all of which detail moments from his life on two wheels.

BMW MOA members and guests at the 2024 Ridin’ to Redmond National Rally can join Sam for a very special evening at the Middle Sisters Hall on Friday, June 14. The evening will begin at 6 p.m. with a happy hour to mix and mingle with members followed by dinner and a visual presentation by Sam of some of his most memorable works entitled “Don’t Forget the Laughter.” The evening concludes by 9 p.m.

Tickets for the limited-seating event are available below for $59 per person, or make it an evening for two for only $99. The ticket price includes dinner, seating for Sam’s entertaining presentation, and an opportunity to chat with the author himself. Sam is returning after a sellout last year.  To register, visit bmwmoaf.regfox.com/moa2024eveningwithsammanicomrally.

grand prizes provided by: door prize donors

Bike Tour Asia

Gift voucher to be used for any guided, self-guided or motorcycle rental. Value $1,500

BMW Performance Center, U.S. Rider Academy

Two Day Street Survival On-Road with Bike Rental. Value $1,800

BMW MOA

BMW MOA Life Membership. Value $1,495

Clearwater Lights

Gift Certificate, Value $1,500

IMTBike Tours

Gift Certificate to be used towards IMTBike's Perfect Pyrenees Tour. Value $4,540

MotoQuest Rental Experience

Gift card to be used toward motorcycle rental from any of our locations, LA, Portland, OR, Anchorage, AK. Value $3,000

Motorrad Audio

Stage 1 Audio Upgrade Kit for BMW K 1600 or R 1200/1250 RT. Includes speakers, custom pods, amplifier, and plug and play harnessing. Value $1,389

• Aerostich

• Alaska Leather

• American Motorcyclist Association

• ATLAS Throttle Lock

• Backcountry Discovery Routes

• Badass Old White Woman How to Flip The Script on Aging Book by Mary Lou Dobbs

• Black Box Embedded

• Bohn Body Armor

• Brake Free Technologies

• Clearwater Lights

• Continental Tire

• Corbin Seats

• Doubletake Mirror

• Dunlop

• Euro Moto Electrics

• Free Motorcycle Rental

• FLYING EYES OPTICS

• Helite Airbag presented by MaxMOTO

• rider shield 360

• Helmet Sunblocker

• InEarz Sport

• K16 Synthetics

• Michelin

• MotoPressor Mini Pump

• Pohutukawa Motorcycle ToursNew Zealand & North America

• Raci-Babi LLC

• Ron McGilton - Individual

• WunderLINQ Complete Kit from Black Box Embedded

Are You Protected?

LEARN MORE ABOUT THE PROTECTION SKYMED PROVIDES AT ONE OF OUR TWO INFORMATIONAL SESSIONS AT THE NATIONAL RALLY: 9:00 AM FRIDAY 3:30 PM FRIDAY Both held in South Sister—Tumalo Room—SkyMed Room

Randy “Polar Bear” Owens MOA AMBASSADOR

Transported from Fairbanks, Alaska to California and my BMW Motorcycle. I never expected the unexpected. SkyMed has our respect and highest regard. We are forever grateful for the caring nature of SkyMed’s staff and their quick response in our time of need!

SkyMed is the only company that guarantees to Take You Home by the choice of the Member. Choice Of The Member

TRAVEL WITH PEACE OF MIND

Our All-Inclusive SkyMed Membership is the ultimate safety net for adventurers like you. Whether you’re exploring a hidden gem deep in the wilderness or cruising along the highways, our Membership guarantees that you can travel with confidence.

All rates are locked for life including all future renewals when you renew on time. Rates Locked For Life

bike barn

By Dustin Silvey #224778

Throughout North America, storage has become a real concern for many individuals. I honestly wish I had bought a storage locker company back in the early 2000s. Today, these companies have simply become a means to print money.

People just have too much stuff! Our houses are getting smaller, but the amount of stuff we have and need seems to keep growing. Instead of getting rid of stuff, we spend money to store it for that one day when we might actually need it. Since Janel and I bought our house last year, we haven’t needed a storage locker. Do we have too much stuff? You bet we do! Luckily, it’s only the two of us in our house, so we’ve got lots of room for all of our junk and useless knick knacks.

When we came back from our cross-Canada motorcycle trip, we only had a small two-bedroom place located right on the ocean on the west coast of Canada. It was a small, but lovely place where we spent time watching whales swim by or laughed at the seals playing in the water. We even took the canoe out a couple of times. One thing we didn’t have at our lovely beach home was a garage. Sea water blown up from

the ocean by heavy winds, a constant where we lived, would wreak havoc on vehicles. After spending every day for four months on our motorcycles we had become very attached to them and wanted to treat them right. We knew we could rent a storage locker but we wouldn’t really have easy access to the bikes when we randomly wanted to go for a ride. This led us to trying to find some sort of portable motorcycle storage unit.

There are a few different types of portable motorcycle storage units. There are the big tarp shelters you can pick up at Canadian Tire or Home Depot. Unfortunately, I found these don’t withstand the heavy winds we get here or don’t last more than one winter. Next, there are full hard-shell motocabins, which at US$3,000 US, cost about half our motorcycles. That seemed a little out of reach. Finally, we came across the middle ground with a durable motorcycle tents.

Of course, there are many different companies that make these, but the one I found that had the best reviews from actual users was the Bike Barn (thebikebarn.net). I checked out their website, and it turns out

they are located just outside of Vancouver. I always love supporting local Canadian companies, so I jumped on the phone and ordered two that very day. After a year of seeing them battered by intense winds, rain, hail, and snowstorms, I thought I would offer a review of how they held up.

We purchased one Bike Barn Tourer and one Bike Barn Standard Model. The Tourer fits my tall, 36” G 650 GS Dakar with the panniers on while the Standard fits Janel’s G 650 GS. Cost was US$450 for the Tourer and US$410 for the Standard, which included shipping. But let’s be serious here, your real question is “Did the shelters protect the bikes?” Well, yes, yes they did.

Obviously, the Bike Barns don’t provide the same level of protection as keeping the motorcycles indoors, however; even with the heavy winds in the area, the barns stayed closed and kept sleet, snow and rain off the bikes. The polyester with urethane coating is strong and didn’t tear even when the winds were at their height. The barns aren’t super heavy either and use a metal frame that doesn’t rust and keeps them in their place.

When we wanted to ride, the bikes always fired right up as the barns blocked the windchill and kept bikes at toasty 45 degrees Fahrenheit, the average temperature on the southern coast of British Columbia during the winter months. I also didn’t see any corrosion on the bikes after a year, even with them being stored right next to the ocean and that salty breeze. I didn’t see any corrosion on the frames either, as they are built with galvanized steel. Being the hardcore riders we are (insert joke here), we were still riding during the winter months. When we would return from rides, we always parked the bikes with

MudSling

the barn open for about 15 minutes. This allowed the bikes to cool so we didn’t risk burning the barn’s lining should the polyester ended up blowing against the muffler because of the wind. Moisture buildup wasn’t a problem either, as the Bike Barns are well ventilated with a flap that you can close once the bikes are at the same temperature as the environment. This makes it simple to have ventilation when you want it.

Lastly, how difficult was it to put these barns together? Well, it was a lot easier than building a real barn. It will take a few tools, but for each barn, it didn’t take more than an hour’s effort. If you can’t build them where you will use them, I suggest you choose the Tourer model and have another person give you hand as it can be difficult to manhandle the beast alone.

Are you looking for a place to store your bike on your property? Are you trying to protect it or just keep out of sight of pesky thieves? Will you remember to brush the snow off? Well then, the Bike Barn could be right for you.

I understand everyone has their own needs, but for a reasonable price, I believe these barns did a great job of protecting our precious motorcycles. I would love to write more, but time is short. I am off to do some spring cleaning and get rid of some of my other stuff, so I don’t need to build another shed or buy three more Bike Barns for our random junk.

Check out thebikebarn.net to see if the Bike Barn is right for you. They ship all over the world.

chigee go aio-5 lite

By James Carlisle #196730

My previous experiences with motorcycle-specific dash cams and other accessory devices could have been much better.

Recently, I came across the Chigee AIO-5 on Indiegogo, which promises front and rear dash cams, blind spot alerts, tire pressure monitors, Apple Carplay/Android Auto capability, BMW Wonder Wheel integration and security monitoring while the bike is parked–all with outstanding build quality. Because I’m either a glutton for punishment or believed advertising promises would match the product, I ordered the AIO-5 direct from Chigee and added the optional Tire Pressure Monitors and CANBUS adapter for Wonder Wheel integration above the basic package. Altogether, the product cost $677, which seems pretty significant until you try to get similar functionality from other devices. Compared to adding all this functionality separately, I was looking at BMW’s ConnectedRide Navigator ($890 from BMW), a Dash Cam monitor ($400 from Thinkware), Blind Spot Detection ($300 from INNOVV), TPMS ($100 from Fobo Bike), and Carplay/Android Auto ($370 from Carpuride) which would cost a total of $2,060. With that in mind, the Chigee AIO-5 looked like an absolute bargain. That is, if it is all it is cracked up to be. Upon its arrival, I was immediately impressed by the Chigee AIO-5 Lite’s aluminum alloy case, the unobtrusive cameras and lack of installation bulk. The device’s build quality was evident, and installing it was a breeze using

the stock GPS power supply on the bike plus a directfused connection to the positive terminal on the battery. The two included 1080p cameras have plenty of lead length to route them to the front and rear of the bike, and the rear camera is strategically angled to track vehicles around you and provide timely warnings. Finally, I connected the system to my home internet and let the system software seamlessly update itself.

After a month and 2,103 miles, I can confidently say that the Chigee AIO-5 Lite lives up to its promises. The screen was consistently bright and responsive, regardless of what gloves I wore or the weather or the sun’s direction, while the audible blind spot alerts were loud enough to warn me even at highway speeds while wearing earplugs. The cameras seamlessly blend into the bodywork of the bike, giving it a stock appearance. Finally, Wonder Wheel integration worked flawlessly and enhanced the device’s usability.

Android Auto and Apple CarPlay are as intuitive and feature-rich as on any car I used them on. The AIO-5 connects faster and more reliably than CarPlay on my Chevrolet. Bluetooth connections are intuitive, robust, and reliable, unlike the BMW Navigator, which depends on the connections sequence. The AIO-5 simplifies the task by leaving the phone connected to your communication device and only connecting itself to your phone. The screen animation is responsive and

The stock telemetry screen could replace the gauge cluster if needed.

Top to Bottom, The Dash Cam provides all the functionality and ease of use one would expect from a top-tier device. Apple CarPlay is familiar and easy to use. Cameras are small and disappear into the bodywork.

smooth, just like the phone (which now sits in my side case and is plugged in).

I like using different navigation apps depending on my activity. Waze, Rever, Calimoto, Ride with GPS, and OnTheWay all work flawlessly on the AIO-5. Streaming audio and handsfree/eyes-free text messaging means I can hear text messages read to me, and I can reply via voice without taking my eyes off the road or hands off the controls. Phone calls work the same. Best of all, CarPlay and Android Auto can be programmed to ignore calls and text messages or only accept them from a limited list of contacts.

The two 1080p image-stabilized cameras are an always-on dash-cam, a sentry when parked, and offer blind spot detection. Blind Spot Detection works exceptionally well but should not replace mirror and head checks. It is more of a belt and suspenders thing where the redundancy is intended to increase safety rather than automate it. When a vehicle is in the blind spot, the AIO-5 beeps and displays a red banner on the side of the screen the car is on. As a sentry, while the bike is parked and the ignition is off, the AIO-5 monitors for vibration and activates the cameras to record activity. Then, when the ignition is turned back on, the device will alert you that an event has been recorded.

Once the bike is running, the AIO-5 goes into dash cam mode. The cameras constantly record in a loop, erasing the oldest videos as the micro-SD card is filled. The display can show the rearview camera in real-time as a rearview mirror. Viewing and downloading or sharing videos is easy and fast using the 5G WiFi network of the AIO-5. A two-minute video from both cameras downloads in around 15 seconds. By comparison, my previous dash cams by INNOVV and Thinkware took between four and six minutes to accomplish the same task. The resulting videos can include speed, direction, weather, and location in the watermark. I would like to see higher resolution cameras, but only INNOVV offers this for motorcycle dash cam products.

The tire pressure monitoring connects almost instantly when the bike starts, and alerts can be set for low and high pressure. I have become so accustomed to the temperature-adjusted pressure reading on the BMW that at first, I set the upper limit pressure too low. This resulted in many tire pressure alerts in the first 20 miles of riding. But the alerts work, and they are attention-grabbing.

All in all, I am incredibly impressed and pleased with the Chigee AIO-5. It is all that it was cracked up to be and a bargain compared to the one-trick pony BMW Navigator.

led headlights

By Matt Parkhouse #13272

Previously, I took you back to my old tech days and travels. I’ll save recounting the second post-Army walk-about for later. I finally have the Mexico Bike back in touring trim. I just have to put a few miles on it to regain confidence for my hoped-for trip to Mexico next February. As it turned out, this winter’s failed endeavor to ride to Mexico saw in those first 50 miles from Las Cruces to El Paso three different bike failures. First, the lower spark plug of the dual plug converted engine blew out, which was repaired temporarily with a VW Bug spark plug. Then, a couple of miles later, the key switch I had installed to replace the worn-out BMW switch fell apart. Many years ago, that BMW ignition switch came apart, and rather than try to repair it, I replaced it with a key switch. I kept the BMW “nail key” to operate the headlight but the ignition was controlled by the key switch. I had installed it in the hole that held the turn-signal indicator light. For the displaced turn-signal indication, I added a pair of bright LED lamps. Red for port, green for starboard. This modification had held up just fine on at least three trips into Mexico, so I didn’t give the key switch any sort of attention. I fixed that issue for the hoped-for current trip I was doing with a jumper wire with alligator clips to bypass the key switch. Then, after a few more miles, the bike started running very poorly. I spent a fair amount of time trying to figure out what the issue was and ended up suspecting a problem in the ignition system. As I didn’t have any spares for the points-triggered Dyna ignition, I declared the trip over, found a room and returned to Las Cruces the next day. Susanna had been a bit apprehensive about this possible last run south of the border, so she was happy to hear that I was on my way home with the bike in my trailer pulled by the old Volvo.

Now that I’m home and the weather is warming up, I’m getting a few phone calls again and visits from fellow airhead riders. An hour ago, a fellow came by with a kick-start gearbox that I purchased completely disassembled. I’ll check the parts over, reassemble the box and list it on eBay, as I have started doing with my transmissions. Additionally, the Mexico Bike has a new key switch along with a new black box for the Dyna system. This is the very first failure

I’ve encountered with the Dyna points-triggered ignition system. The bike is running strongly now, but I will be putting as many miles on it as I can before heading to Mexico once again. The VW Bug spark plug is close enough to what is recommended for 750cc airheads, so it remains in place. I’m also assembling a tool kit that will be part of the bike from now on. My routine of pulling a kit out of another Slash Five and adding a few things left me unable to zero in on the ignition problem until I was back home.

A couple of months ago, I had the idea of converting Susanna’s and my bikes to LED headlamps. I ordered a couple of different styles from the TEMU website. If you watched the Super Bowl, TEMU ran a commercial with the slogan “Shop like a Billionaire.” TEMU sells a variety of things ranging from car parts to clothing to solar panels

I am working on Susanna's R 100/7, trying to fit the LED light into the headlight shell. The bunch of wires in the back half blocked the cooling set up at the back of the lamps. I'll try again with the second batch of LED bulbs that I've ordered.

Chilling a set of five-speed gear clusters prior to dropping them into a heated gearbox case. Wrap 'em in plastic, drop 'em in the snow and wait until they are good and cold. In the summertime, they go into our kitchen freezer.

to hearing aids to sex toys. The new key switch came from them. I also bought a number of tools for the Mexico bike’s tool kit I am building.

Another similar site is AliExpress, sort of an Amazon-like site based in China. If you put “BMW motorcycle parts” on the website search line, you will see a wide array of farkles and useful things, all for the BMWs of the last few years. Not one thing for our airheads!

When I went to install the lamp in Susanna’s R 100/7, I found there was way too little room behind the LED lamps. The LED lamps I purchased had a good-sized cooling system in the rear of the lamp. They probably would fit nicely in a later model airhead where the wiring is mostly located out of the headlight shell but not in the earlier 1970 to 1981 (at least) bikes. Just too many wires taking up space to allow the LED lamps to fit in as the reflector was reattached to the headlight shell. I’ll take the LED lamps to the upcoming Tech Day in Denver about a month from now and give them away.

The two LED headlight bulbs along with the stock halogen H-4 bulb I was hoping to replace. The cooling setup at the back of these lamps precludes them from fitting into the Slash Seven headlamp shell. I've ordered a couple of different LED bulbs that closely resemble the H-4 it is replacing.

These four LED H-4 headlamp bulbs were ordered from TEMU. Surprisingly inexpensivefrom $4 to $16 each. I'll evaluate which one is best, in terms of light output and the shape of the pattern on the road. The bulb on the right is the original halogen H-4 lamp, out of Susanna's R 100/7 reflector.

So, a bit wiser, I went back to the TEMU site and also ordered a couple of LED lamps that replace the lamps in the Slash Five bikes. The bulbs those bikes use are quite different to the H-4 lamps all the other airheads use. They are P45t bulbs and are a bit harder to locate, as they are fitted to the older motorcycles. I have been using lamps that have the old P45t base but have a halogen bulb for the light. The TEMU site has a couple of LED lights with that old base. These should plug right in. Same with Susanna’s Slash Seven, the LED I ordered closely resembles the standard H-4 lamp the bike originally came with. When the lights arrive–orders seem to take a week to two-plus weeks to get to me–I’ll see how they fit, and I’ll get back to this column with pictures and a final report. After more than 50 years of working on these great bikes, I am still learning things. Just part of the service here–ordering the wrong parts so you don’t have to!

A couple of months ago, I did a rather long interview with Daren Dortin who hosts the “Airhead 247 Podcast” at airhead247. com. Daren’s been at this for a while and has interviewed a number of folks associated with the airhead scene. In his 56 podcasts, he has interviewed the likes of Robert Fleischer (Snowbum), Tom Cutter, Ted Porter and Bob Henig. The list is basically a “who’s who” of our airhead world, and I’m honored to be in their company. He has just posted Part 1 of my interview with him. The second part will be up in a couple of weeks. It’s one more airhead resource of which I was previously unaware. This particular podcast is sponsored in part by the BMW MOA. While looking around my email, I saw a mention of electric

motorcycles. Interested in learning a little more about them, I checked the box for more information. Within 45 minutes, I received a call from James at the local Harley-Davidson dealership. He offered a test ride so a few days later I rode over there to do that. As it worked out, I didn’t have all that was required to do a ride. I don’t have full coverage insurance on my ancient airheads, and that is required. James did spend a fair amount of time with me as he discussed and showed me the three different lines of electric motorcycles they carry, along with a line of Harley-Davidson e-bicycles.

I had done a test ride on the BMW electric motorcycle that was in the line-up at the National Rally in Salt Lake City in 2017. The electric BMW C was kind of a scooter/motorcycle combination and the 20 or so mile test ride I did there really impressed me. The scooter was smooth, quiet, and easily kept up with the various gas-powered BMWs. BMW apparently only brought in 100 of the BMW C models, and all of them were to be sold in California.

I’ve been getting around town on my Rad e-bike for the last 18 months. Also, several years ago, I built a three-wheeler using a golf cart rear axle and a Slash Five frame and front end. I’ve brought that creation to a couple of National Rallies to ride around the rally site. My personal feeling is that all these electric vehicles are great for urban use, but the “range nut” remains to be cracked for covering long distances. A friend in my men’s group recently acquired a plug-in hybrid car which seems to be an effective compromise.

I'm looking at the Livewire motorcycle at the Harley dealership. As my Slash Five, (at 435,000 miles) is far from used up, I'm not planning on trading it in.

what do i look for in an airhead?

By Wes Fleming #87301

Plus advice from Scott Lindroth (#222922), George Mangicaro (#136221) & Matt Parkhouse (#13272)

Q:I’m considering a 1976 R 90/6. The current owner—who says he’s a “sport bike guy”—bought it because it “looked cool” and he wanted to flip a barn find. He says he changed the fluids (which “looked fine”) and says it runs, though the carb floats stick a bit. He has no service records and knows nothing about spline lubes or other maintenance. Apparently, someone familiar with airheads listened to it running and told him it doesn’t have “that bad sound”—whatever that means. I’m not familiar with airheads—what should I look for? —Curt V.

A:One place you could start is having somebody you know visit the seller, get video of the bike running and give it an in-person once-over so you have a trustworthy report of its condition. The “sport bike guy” who just wants to flip the bike isn’t super inclined to give an honest assessment of its condition—but I’m a skeptic, so your mileage may vary. (By the way, you might be able to find somebody to help you via the MOA Anonymous app—it never hurts to make a few calls.)

The thing with a bike from the mid-1970s is—and this depends on your personality—you’re either going to kick yourself for buying it or kick yourself for not buying it, so you’re kind of done in no matter what you do! With that said, and having started my own airhead journey two years ago with a 1976 R 90/6, I’ve got lots of thoughts and feelings on this topic.

Go ahead and buy the bike! Worst case, it overwhelms you and you sell it in a few years to some other MOA member looking for a project. Best case, you get it running and safely operable, then go on to enjoy it for years to come. (You can tell your accountant I gave you permission.)

Once you buy the bike, buy the relevant Clymer manual (BMW R 50/5 Through R 100 GS PD, 1970-1996, about $40 on Amazon) and expect to at least double— if not triple—your investment in the first two or three years of ownership. After all, as much fun as it might be, buying a barn find is not for the weak of spirit, tight of wallet, or impatient.

For anything sitting in a barn (where “barn” equals “some form of unplanned, possibly compromised storage”) for an indeterminant period of time, you should assume every external piece of rubber (or near-rubber) on the bike has dry-rotted or hardened and needs to be replaced. This means tubes and tires, air pipes, any/all boots and maybe even the hand grips. You’re going to end up rebuilding the carburetors (even if it runs OK right now), front brake caliper and the master cylinder at a minimum, and possibly the rear drum brake as well depending on its condition. I’d advise replacing the cables (clutch, throttle and brake) just to be proactive. If the seat cover is in decent condition, chances are high the seat foam under it has deteriorated or hardened, so a replacement seat or a rebuilt one is possibly in your future.

Without maintenance records, you have to assume the bike was not at all properly maintained. When the current owner says he replaced “all the fluids,” you’re better off assuming he didn’t really get them all. Engine oil, transmission oil, final drive oil, fork oil and brake fluid should all be replaced, possibly even if you decide to trust the seller. Don’t forget any associated filters or screens will need to be replaced or cleaned as well; for the R 90/6, I think this is only the cartridge-style oil filter, but do some research on the possible pain points associated with this system so you don’t fall victim to the $4,000 O-ring—four grand being about what it will cost to have the engine completely rebuilt after a catastrophic failure. It used to be called the $2,000 O-ring, but, you know…inflation.

There are plenty of gaskets and seals that may have cracked, failed or dried out since the last time the bike ran regularly, so you could be looking at spending significant time, effort and money to replace the pushrod tube seals, oil pan gasket, etc. to keep the bike from marking its territory in your garage (or barn, I’m not judging you). Leaky engine, transmission or pushrod tube seals will make themselves known sooner or later. This is probably not a likely scenario, but certainly something to keep in mind. If you find

yourself needing to replace the clutch, it’s best to just do all the seals you can get to with the transmission off—I would do this (and have) simply for peace of mind. I also recommend logging in to the online MOA Forums (forums.bmwmoa. org) and joining the Airheads Beemer Club (ABC; airheads.org). Both of these resources can provide you with information, assistance and camaraderie when it comes to your entry into the world of classic air-cooled Type 247 BMW motorcycles.

Most of all, go into the endeavor with your eyes and mind open to the challenges and the possibilities inherent in owning a vintage and—dare I say— classic BMW motorcycle.

I asked three other MOA members for advice as well: Scott Lindroth, who has owned a 1975 R 90/6 for almost three years and put a lot of work into it; George Mangicaro, a longtime (and now independent) BMW mechanic and multiple airhead owner; and Matt Parkhouse, an even longer time BMW mechanic and author of the BMW Owners News “Keep ‘em Flying” column. I didn’t tell them what I was going to say to you, and here’s what they had to say.

SCOTT:

I bought my R 90/6 from somebody I know, so there was a little trust factor—but I’m also paranoid, and the more I work on the bike, the more I realize I’m no expert. If anything, I’m at the stage where a little knowledge is a dangerous thing! If I was going in cold, I’d look at a lot more.

Does the bike roll smoothly? Do the brakes and clutch work—and the cables, are they smooth? Are the carbs leaking? Are there exhaust leaks or corrosion on the headers, pipes or silencers? Is the suspension overly soft or hard? Any leaks from the forks or rear struts? What’s the inside of the tank look like? Does everything under the tank look good? (Look for signs of corrosion, leaking brake fluid, frayed wires or boots, and deteriorating coils.) Do all the lights work—including the dash

lights? Does the starter crank evenly? Is the battery holding a charge and being recharged by the bike’s electrical system? Does the bike idle smoothly? At idle, can you see any smoke coming from the exhaust? Are the spark plugs clean and easy to get in/out?

Problems with these things wouldn’t necessarily be a deal breaker, but it tells me how I’ll be spending my time once I get the bike home. A serious problem or a number of minor problems might also help with negotiations on the price.

GEORGE:

The way I see it, Curt has three options: 1) Run it as-is for 500 miles, then change all the oils again. Look at the outgoing fluids closely for particles that could indicate problems, and deal with them if you have to. 2) Run it as-is until a rod comes out the side of the case and cry about your bad luck. Option 3 is what I call “the Wes treatment”: Do a full service, including spline lube, wheel and swing arm bearing inspection and repack, steering head bearing repack, carb and brake rebuilds, etc. before you ever ride it. In my business I mostly see people choosing Option 2. I favor Option 1.

MATT:

If it runs, doesn’t have bad sounds and sells for under $2,000—go for it! “That bad sound” usually refers to some sort of knocking or rapping. It can be worn con rod shells (like my Mexico bike came with) or anything up to a destroyed crankshaft.

MountainClimbing:

Riding the North California BDR aboard an R 1250 GS

By Paul Guillien

#179473

Photos by Ely Woody

The Northern California Backcountry Discovery Route is unique from most other BDRs in the sheer volume of mountain top summits along its route. Along the route, riders are treated to a multitude of fire lookout towers, all offering 360-degree views and a mountain summit where brave souls can park their bike atop a peak some 11,673-feet above sea level.

The route begins in the heart of the Sierra Nevada Mountain Range just outside of Mammoth, California, which is also home to one of the nation’s top ski resorts. The area has made the news in recent years for its staggering snowfall statistics. This record snowpack presented challenges to the route architects who had to wait for the snow to melt in the high country to finalize this route.

Good from the Get-go

The route starts out strong with fun flowy, two-track greeting us within minutes of our departure from town as we explored the Inyo National Forest. The trails are surprisingly sandy for mountain terrain, which caught some of us by surprise. The twisty pine forest tracks painted our faces with smiles as the occasional terrain challenges surged adrenaline through our veins. Some of the trails feature long whoop sections that have more in common with a motocross track than a forest road. The terrain is challenging but some of the most fun I’ve ever had on a GS. I was lucky enough to be following Richie Few, who happens to be a riding instructor from the BMW Performance Center, and he put on a show for me as I chased him, filming everything with my helmet camera. Richie is a magician on his BMW R 1250 GS as he makes it look easy to catch air on a 600-pound motorcycle.

Mount Patterson

The CABDR-North has many alternate options for riders looking for more challenge.  The advanced section north of Bridgeport proved to be big fun and a serious challenge at the same time. Rugged would be an understatement to describe this section. It’s a challenging mix of embedded rocks, water erosion damage, tight berm corners, steep grades, and thin air as we wrestled the big bikes up a series of roads toward the summit. We emerged above tree line with a final climb ahead, then we took turns heading up the last steep pitch to the summit of the towering peak of Mt. Patterson standing at 11,673 feet. We parked our bikes and took in the views in all directions while reflecting in disbelief that we actually rode our GSes to the summit of a mountain that high. Ritchie deadpanned, “They don’t make ‘em like this in South Carolina.”

Fire Lookouts

Identifying the location of a forest fire has always been a critical step in fighting them. Before satellite imaging and other technologies were available, this was done by posting a person in a small shack atop a mountain where they would use a map

and estimated distance to determine the location of the fire. While some of these outposts are still staffed in the summer months, most are not and are generally accessible to visitors, providing a great way to see the surrounding landscape in all directions. We visited most of the nearly dozen lookouts along our ride, with some of them offering some of the most difficult riding I’ve ever done.

Arriving at the summit of Sierra Buttes, out of breath and surprised I made it, I looked at Ritchie and said “Man that was tough.” He cracked a grin and replied, “I’m glad it wasn’t any harder than it was,” a small acknowledgement to the challenge that climb presented. Most of our group had the good sense to park their bikes below and hike a trail up to join us at this lookout built atop a towering rock some 8,587 feet above sea level. Once there, we all climbed the dizzying metal staircase up to the tiny shack at the top to experience the breathtaking views it offered.

Uncle Tom’s Cabin

Before long, the weather took a turn for the worse, and we found ourselves riding in cold rain with some snow flurries added in north of Bear Valley. It was a long and grueling day, and I was grateful to have heated grips and Rain Mode on my GS. Fortunately, this miserable day had a warm surprise we didn’t see coming.

A nondescript muddy road took us off pavement a short distance before we set our sights on an aging, rural homestead with some ramshackle outbuildings nestled in a grassy opening in the forest. After parking the bikes, we took turns watching each other pour water out of our boots as we settled into our spartan accommodations. I set up my tent in the muddy grass then rejoined the group.

Ritchie pointed at one of the buildings and said, “Go check that out.” I was confused, so he added “There’s a bar in there.” I said, “Yeah, right” in disbelief, my voice dripping with sarcasm.  He insisted, so I took the bait and walked to where he was pointing. Opening the door, I couldn’t believe my eyes, as I saw a tiny saloon heated with a wood stove and dollar bills concealing every square inch of the ceiling.

Soon, a half-dozen riders were drinking cold beverages in this warm oasis of a bar with two guys playing live music. As I struggled to comprehend the scene, I begin to recognize the faces of the musicians, “Holy crap,” I muttered, “that’s Owen Balduf and Chris Wilson.” Many know Owen from his role as Sales Manager of Long Beach BMW Motorcycles, as a riding instructor at Rawhyde Adventures, or from being serenaded by his electric violin at many a motorcycle event. Chris Wilson is a musician and composer known for creating the score of Hollywood movies, including Clueless and My Big Fat Greek Wedding. Chris has also created the soundtrack to the last few BDR documentaries. Both had strapped musical instruments to their GS motorcycles and ridden here to surprise us. High fives and hugs ensued and soon gave way to drinking and dancing as we savored this unexpected slice of heaven. The bartenders worked on a volunteer basis, carrying on the tradition of this special place while sharing its rich history as we learned the name has no connection to the anti-slavery novel, Uncle Tom’s Cabin, by Harriet Beecher Stowe. They even taught us the dice game once played by the regulars there. I played until I ran out of dollar bills, which prompted a return to my damp tent. What a night!

Bodie, California

As with many BDR routes, the rides showcase the character of the state or region they take riders through. Northern California is steeped in mining history, which we experienced on our visit

to the goldrush town of Bodie. Nestled between rolling hills of yellow grass lies an incredible ghost town with nearly 200 buildings standing in various levels of arrested decay. From 1877 to 1882, Bodie was a bustling town boasting nearly 8,000 residents.

While we were there, a local historian led us through the site while sharing stories about life in this town. Walking through what was left of the Standard Gold Mill was a sobering reminder of the hard life these hearty souls endured. Today, this 500-acre site is preserved as a State Historic Park open year-round.

How does the CABDR-N stack up against the others?

All BDR routes are created to avoid population centers, utilize as many dirt roads as possible, and showcase the character of a state or region. They rely on public lands which often are in the mountains or rural grassland areas, and the BDR development team searches for obscure roads in remote places, with a preference toward terrain that is fun to ride. Interesting landscapes, points of interest, and historically significant places are also a high priority. The North California route scores very high marks on all of these fronts.

This route also features many optional advanced sections to challenge the best of riders, while accessing places that make the effort worthwhile. I feel this route has a high concentration of very fun roads without many boring stretches. In fact, the documentary film closes with me describing the route as “All killer, no filler.”

About the Backcountry Discovery Routes

Backcountry Discovery Routes® (BDR®) is a 501c(3) non-profit advocacy organization that creates off-highway routes for dual-sport and adventure motorcycle travel. The CABDR-North is the 13th full BDR route with GPS tracks available for free to the community. The organization’s work also includes rider education, safety campaigns, and promoting responsible travel for motorcyclists traveling in the backcountry. They also work with agencies and land managers to keep trails and remote roads open for motorcycling. Each route generates new tourism that delivers sustainable economic relief to less-advantaged rural communities. This creates local stakeholders who will help fight to keep access for dual-sport and adventure motorcycles in these incredible backcountry areas.

BDR History

In 2009, Touratech-USA’s Tom Myers and Paul Guillien rode a relatively obscure route in Oregon that went by the name Oregon Backcountry Discovery Route (OBCDR) which was managed by the Oregon Off Highway Vehicle Association. Tom and Paul brought Helge Pederson and Sterling Noren along to document the trip. A story about the route was featured in RoadRunner magazine early in 2010, and a short film was published on the Touratech-USA’s YouTube channel. Inspired by the film, two Seattle residents, Bryce Stevens and Andrew Cull set out to create a similar route in Washington and reached out to Noren to create a film for it. They just needed someone to pay for the film. A lunch meeting ensued between Tom and Paul from Touratech-USA and Bryce, Andrew and Sterling to discuss the idea. The ball was set in motion in that meeting for what would eventually become the Washington BDR and later, the

BDR Organization. The organization went on to create a new route every year for the next decade.

The organization has become a voice for adventure riders, advocating for land access and off-pavement riding opportunities. It has developed awareness programs including Ride Right, Ride Respectfully and Yield to Animals, which seek to improve safety and promote riding good etiquette to keep riding areas open. In recent years, the BDR organization launched the BDR X concept which offers shorter routes that loop, making more opportunities for shorter adventures.

The current BDR organization has nearly 20 routes published with dozens more in development. It also has more than 15,000 miles of curated adventure tracks, a nine-person board, a six-person staff, and more than 40 volunteers. For more information, visit ridebdr.com.

Paul Guillien saved up his paper route money for a Honda XR100 as a kid but his parents said “no way.” Refusing to give up on his moto dreams, he ended up in the motorcycle industry and currently serves as CEO at TouratechUSA. He’s also a co-founder of the non-profit organization, Backcountry Discovery Routes (BDR), where he encourages riders to explore remote places on adventure motorcycles. When not on two wheels, he loves to spend time outside with his family skiing, paddling and exploring quiet places by sailboat.

The CABDR-North: Another Point of View

By Richie Few

A great deal of the last decade of my life has been spent training others at the BMW U.S. Rider Academy. We instruct others to build a rock-solid foundation of riding skills, then we chisel away at bad habits and knee-jerk reactions to sculpt excellent motorcyclists. We push our students with trials and hare-brained tests to strengthen their resolve. The Northern California Backcountry Discovery Route (CABDR-North) took me out of my routine and tested my abilities in new terrain.

“Where does the road go?” is both a rhetorical and a literal question I pose to my students. As we develop the talent to allow us to move onto paths less traveled, trails will begin to catch our eyes. Approximately five percent of the world’s roads are paved, which leaves a great deal for us to explore on two wheels. The question of where the road goes piques my curiosity each time I transition off the pavement.

A basic tenet that I teach is to let your eyes look forward and fix your gaze straight ahead. By keeping our vision up and focused on the immediate future, we can take in a great deal of information. Doing so allows us to carefully consider the path and how to commit to it.

The CABDR-North was the perfect gateway to adventure riding. The approximately 1,000-mile route raised my eyebrows initially, as I am not accustomed to long distance riding. It spans from Mammoth Lakes, California, to the Oregon border, and it was all new territory for me. We planned to pack a tremendous amount of sightseeing into 11 days.

Kickstands went up and we embarked on our voyage. Despite the number of miles we had to travel, we were able to make a variety of stops along the way. Within the first few days, we saw the otherworldly landscape of the calcium carbonate mounds protruding from Mono Lake and a ghost town that appears like a prop from an old western movie. Remnants of gold mines, a one-room schoolhouse, and saloons stand dusty and flanked by tumbleweeds. The BDR route scout team expertly structured the itinerary to provide unique experiences like this on an almost constant basis.

Mountain ridges and a series of state parks laid ahead of us. Each overlook gave me a different viewpoint on the masterpieces of God’s creation. Spectacular blues were mirrored in every body of water. Massive evergreen trees towered over the fertile undergrowth. The higher elevation of the Sierra Nevada allowed us to see for miles in each direction and often gave us 360 degrees of views. Some adorn their walls with painted canvases of snowcapped mountains and waterfalls, but I had the real deal right in front of me.

The Sweetwater Mountain range’s highest peak is Mount Patterson. The climb of 11,654 feet to the top of this beast was a highlight of our journey. A full panoramic view of the other ridgelines and crystal blue skies greets anyone who reaches

the summit.

This trip stretched my perception of how picturesque scenery can be. With each turn and hillcrest, I was stunned by the new view. There was a sense of endless beauty encouraging me to study my surroundings. My motorcycling comrades often joked with me, “They don’t make it like this where you’re from, do they?” Indeed, the beauty of South Carolina is far different from California.

One thing defied my expectations, as fires have torn through this portion of the country in recent years. What was once forest is now an alien wasteland, filled with charred tree trunks forming a strange boneyard. The millions of acres wiped clean are a reminder of how easily disaster can befall us. One fire was even the size of our smallest state, Rhode Island. Soon there will be bright green buds of life popping up through these lands, and the new life will bring good news for all who witness it.

The riding did not steal away from the lovely vistas. The difficulty of the terrain really varies, with some sections being not too hard and other parts providing a good challenge to most riders. There are optional advanced sections for those who dare to ride them. The most notable were the single-and double-track sections—gnarly, prolonged areas with rock, emphasizing the notion of keeping my eyes up and evaluating what was yet to be.

Some advanced sections were atop massive drop-offs. They required precision and confidence as we rolled through them. I simply told myself, “Don’t turn to the right or to the left,” and I never lost sight of where I wanted to go. Other areas had large water crossings threatening to wash the dust from our bikes if we dropped them—and as I aptly demonstrated. These voluntary hero segments honed in on specialized skillsets and rewarded the voyager with more of God’s glory.

Another test of the BDR was the weather. Our trip spanned from late September into October, and the temperatures reflected it. One entire day was spent riding in rainy conditions. After being waterlogged for a day, we opted to load into a small cabin like sardines in a tin instead of camping. It was another fateful evening when I lost a good pair of socks to the heat of a wood burning stove. Who knew they would melt while I was attempting to dry them?

Asking ourselves where that road goes often leads to more roads. Although our trip ended near the California-Oregon border, there is another BDR route in that state. There are more rural towns rife with character. There are more unfamiliar landscapes dotted with animal life. There are more views of countryside uninterrupted by infrastructure. While some roads may end, others begin and carry us to places we never imagined. I can think of no better way to see it all than atop a trusty BMW R 1250 GS, with a few new friends by my side.

IN SEARCH OF A GREAT MEAL IN NOVA SCOTIA

By Dustin Silvey #224778

"If more of us valued food and cheer and song above hoarded gold, it would be a merrier world." ~J. R. R. Tolkien.

Because I’ve spent more than a third of my life living on islands or peninsulas where a boat is required to come and go, it should come as no surprise I am not a big fan of ferries. I also think we need more paved bridges, though I understand a bridge spanning the 492 km (305 miles) from the island of Newfoundland to Nova Scotia probably wouldn’t stand the test of time. Despite my dislike of ferries, Janel and I sucked it up and rode aboard the Marine Atlantic ferry in Argentia, Newfoundland, for our 16-hour crossing to Sydney, Nova Scotia.

Since leaving British Columbia, I have not been impressed by how motorcyclists are treated on ferries. However, Marine Atlantic really upped the ante with the loading. Motorcycles (and there were many) were loaded before cars and trucks, given clear instructions on how to tie the bikes down, and offered ferry personal to help while the loading continued. It was simple, safe, and well organized. Perhaps my dislike of ferries could improve.

Unable to book a cabin with a comfy bed (they were sold out months before we made our booking), we had to spend the 16-hour journey seated in a chair. Janel and I had plenty of snacks and sleeping pills, and we had arranged for some blankets and pillows to help with comfort. The only thing we needed now was to find a quiet place to sleep away a large part of the overnight journey. To get a good place to sleep once the bikes were loaded on the ferry, Janel left me with the bikes and ran up the stairs to find us the best chairs possible. Because we would not be allowed to return to the bikes once the ferry left port, I spent the next 20 minutes strapping down the motorcycles and collecting all our vital overnight necessities. Easy part completed, all I had to do was then find Janel on this massive ship featuring poor cell reception. After about 30 minutes of wandering the ferry aimlessly, I finally found Janel in a small back room with about 20 chairs, a washroom and a few people scattered about. It was perfect! Everyone in the room

seemed to be on the same page of “We want to sleep this ride away.” After a quick dinner in the cafeteria, we both took a sleeping pill, then curled up in our chairs for eight hours of blissful dreamless sleep.

Around five in the morning, Janel and I went to explore the rest of the ship. We headed up onto the outside deck and watched as the sun rose above the ocean horizon. Similar to the sun breaking through the morning darkness, our trip out east had its dark times; we had now made it through. The most difficult roads we expected were completed, and Janel had accumulated more than 13,000 kilometers of riding experience under her belt. Now in the light of the sun, we could relax a little, hopefully take in the sunnier second half of summer and enjoy each other’s company for another couple of months while we rode the return trip to British Columbia. If this half of the trip went as well as this ferry trip, it was to be smooth sailing back to our home on the opposite coast.

Sable Island.

The ferry docked in Sydney, Nova Scotia, about two hours after our reverie on the deck. We had made the decision to stay a couple nights in Sydney in order to explore Sable Island. Located 175 kilometers off the coast of Nova Scotia, the Canadian National Park Reserve of Sable Island has become popular because of the wild horses scattered across the island. Janel has ridden horses since she was a child and had dreamed about visiting the island for years. Unfortunately, the island is notorious for bad weather and on average only about 30% of people who try to visit the island each year actually arrive (the rest turn back, not crash, don’t stress). The weather wasn’t looking promising on the morning of our helicopter flight to the island, and as Janel paced inside the hanger, I could tell she was stressed. I hadn’t seen her this excited about anything since we left Battle Harbour in Labrador, and I knew she would be disappointed if the helicopter didn’t take off. As time went on, the sky started to brighten, and I could see hope light up in her eyes. After waiting a little over an hour, our pilot got the OK to get us up in the air. We jumped into the helicopter with Janel in the front seat, and me in the back with the camera ready to start snapping photographs.

As the wide sand beaches of the narrow island stretching out over the horizon came into view, I could feel the excitement of everyone in the helicopter. Sable Island is one of those places that draws people in with the mystique of what it holds. The island is 42 kilometers long and a mere 1.5 kilometers at its widest point, is mostly barren other than some grass patches,

and has somehow kept wild horses alive for hundreds of years. The short version of the horse's story is that they were brought to the island in 1760 to graze on the sparse island vegetation. Then due to some unforeseen circumstances, no one came to take them back. Thus, due to a lack of human contact, they slowly became wild. Now these lovely creatures roam the island without the threat of predators, sharing it with gray seals and the great white sharks that swim in the surrounding waters.

After landing safely on the island, we spent the day wandering the many trails created by the horses. We viewed these now-wild horses in their everyday lives, untouched by humans as the waves crashed on the nearby beaches. While the horses didn’t seem afraid of us, they weren’t interested in spending any time meeting us either. Often trotting away if we came too close to their watering holes, they showed little interest in human life.

Below, Our bikes and the helicopter which would take us to Sable Island.

Opposite page top, Gray seals and wild horses.

Opposite page bottom, Sable Island as seen from the air.

Once our first hike was completed, we headed in for lunch. After a ridiculous feast of lobster, sushi and wine, we did a long tour of the beaches to see the gray seals and more horses playing in the sand. While I was shooting pictures of the gray seals frolicking in the ocean, I noticed I was getting a bit of motion blur in my shots. I went to change my settings, and it was at that point I realized the sky was getting very dark. I looked at Matt, our pilot who said, “I think we have plenty of time; don’t stress.” About an hour later we were jamming into the helicopter to take off as a storm was coming in strong. At one point after take-off, the storm overtook us, and the helicopter became shrouded in darkness. Matt had no difficulty getting us through the storm and back to Sydney without anything to worry about other than a wet motorcycle ride back to our bed and breakfast.

Back on the motorcycles the next day, we left Sydney behind us to ride the Cabot Trail. The Cabot Trail winds along the northwestern coastline of Nova Scotia, hugging the cliffs that Cape Breton offers in bundles. Unlike many people, we didn’t want to rush the ride and instead stretched it out over two days, stopping at Burtons Sunset Oasis located in Dingwall, Nova Scotia. Our room there was huge and built on the top of a large hill where we watched humpback whales play in the bay for the rest of that day. The only unfortunate thing about Dingwall was the fact there wasn’t much to eat nearby. We made do with some snacks, but that was when Janel and I made the decision that it was time to find a great meal in Nova Scotia.

A few days later we experienced all types of weather including

sunshine, fog, and rain before arriving in beautiful Halifax. I was excited to be there as I used to live in Halifax and was looking forward to seeing some of my friends. When we pulled into the entrance of our hotel, the valet driver said he would open the parking gate for us to ride into the garage. I asked him, “Should we go in one at a time?” “No,” he responded, “it will stay open for both of you.” As usual, I went first but as Janel followed, the gate slammed down on her and her bike, knocking her to the ground. Hearing Janel shout through our comms, I ran up the ramp back to where the valet stood staring at her in shock instead of helping her pick up the bike. Luckily, she got up and was fine, as was the bike other than suffering a broken headlight blub. I glared at the valet, who didn’t say a thing. Janel was livid, but we were getting used to stupid things like this happening to us. I guess it isn’t an adventure if things go according to plan.

We spent the next few days visiting friends, exploring the sights of Halifax and finding great meals in the city before carrying on with our journey. As we left Halifax, the sun was shining and we were nice and warm for our ride south. We got off the main highway as much as we could to get a glimpse of the small Nova Scotian towns. We tried to explore the famous city of Luneburg, but there were so many tourists we couldn’t find anywhere to park the bikes (seriously!) and just headed back out. The further south we got, the more the sun hid behind the clouds, and then the fog rolled in along the road. It was like the whole area just changed at the snap of the

finger—one second, we could see the ocean, the next, it was gone. The fog held for the rest of our ride to Argyle, Nova Scotia, where we had a reservation at the Argyler Lodge and Restaurant.

Once settled into our room there, I asked the owner Jonathan what we should plan for the next two days. He said normally there would be lots of water activities, but because of the fog–which was expected to last for several days–there wasn’t all that much interesting we could get up to. He then mentioned the next evening they were putting on a lobster boil for the hotel guests. Since Janel loves lobster and it was fitting into our theme of finding great meals, we were all over it.

I spent the next day fixing Janel’s broken headlight after a foggy ride searching for a NAPA auto parts store. I then did a bit of quick maintenance on my bike and spent the afternoon reading a book on the deck of the hotel while the fog wrapped me up as snugly as any blanket ever could.

I would like to set the mood by suggesting “Around five in the afternoon the sun was low in the sky, the birds were chirping, and whales splashed out in the ocean.” Unfortunately, at around five in the afternoon as we headed down to the beach for the lobster boil, the fog was still thick as marmalade, and I couldn’t see more than 30 feet in front of me. That is all the mood I can set for this picture.

To cut through that annoying fog, Jonathan had a raging fire going and was already at work preparing the lobster and corn. While he dropped the lobster into the pot, he shared local stories about the history of the fishing industry in Nova Scotia while making jokes to bring the small group together. We had some laughs while enjoying a drink as I tried to stop thinking about the many lobsters being cooked alive. Once the food was ready, we were each given our own picnic table to enjoy the feast. When the last lobster came out on the plate, Janel’s face lit up! She strapped on her bib, picked up all the tools she needed, and got to work. With little conversation coming from Janel, I knew she was enjoying every minute of this feast.

Once the lobster slaughter came to an end, we sat around the fire enjoying cookies and a glass of wine. There were three other couples from eastern Canada there as well. They were all pleasant, but I find when you are on an adventure like Janel and I were on, it can sometimes be difficult to relate and connect to others. Other travellers didn’t go through the same trials and tribulations we had gone through with the bikes and don’t really understand our mindset. I am not saying I am better than the others, I am just suggesting that discussing how bad traffic was on your drive through Halifax doesn’t seem to compare to getting blown off the highway in Labrador. I think that is why we have rider groups; each group is a community where we can come together and share stories with people who have had similar experiences. Do we still get into the mode where we try to one up each other’s stories? Of course! That is half the fun! Along with the fact that the whole time we are doing it we are sharing a meal together, laughing about that time we dropped our motorcycle in a parking lot, and understanding that on this adventure, we are not alone. Next up, we check out a hotel made from train cars and then do

Left, A drone shot of the Cabot Trail as it winds along the coast of Nova Scotia.

Right, Preparing and enjoying our feast.

some riding in the Bay of Fundy. If you want to see some videos or more images from our trip you can on YouTube at lostingear or on Instagram @lostingear

THINGS TO DO ALONG THIS ROUTE IN NOVA SCOTIA

Marine Atlantic Ferry: If you are planning on going from Nova Scotia to Newfoundland or the other direction, Marine Atlantic (marineatlantic.ca/) is the only way to make this happen. Book well in advance if you want to get a cabin to sleep in. The food on board is pretty good, and the staff aboard the vessel are fantastic at helping everyone get to where they need to be. The sailing we took cost about CA$116.90 (US$84.59) per person with one motorcycle.

Breton Air: The owner and pilot Matt is fantastic. He got us to Sable Island, and we had a blast. He doesn’t fly out to the island anymore, but he and Breton air (bretonair.com/) are the leading helicopter company in the green energy transition on the east coast of Canada. He also still runs charters to a lot of different destinations around Nova Scotia.

Argyler Lodge and Resort: This place was fantastic. I know I spoke about the fog, but the hotel itself is lovely. Off the beaten path and hidden away in southern Nova Scotia, The Argyler (argyler.com) has beautiful rooms and a lovely restaurant and once a week they host the lobster boil, which is worth attending. Rooms start at CA$135 (US$98) per night and the lobster boil was CA$175 (US$127) per couple. And if I haven’t mentioned it, Janel said the lobster was amazing!

Dustin grew up in Quesnel, British Columbia, and began riding on the back of his father's motorcycle many years ago. He has a doctorate of Community Health with a speciality in Indigenous Health. He currently works several contract positions with Indigenous organizations across Canada. Dustin's publication credits include The Globe and Mail, CBC, and Vice News, along with several extreme sport magazines such as Explore, Sidetracked, Canoe and Kayak, and Paddle Magazine Dustin and Janel currently live in Powell River, British Columbia.

A Star is Reborn

BY ROBERT McISAAC #10494

There clearly was no reason to be looking for a third R 100 RS. Our garage already is home to a pair of my favorites, a 1977 non-CFO RS that was once owned by Malcolm Forbes, and a smoked red ‘82 which was a Euro delivery Beemer for a U.S. Army Officer stationed in West Germany.

Yet, classified ads continue a siren song of sorts requiring periodic attention. A handsome picture of a two-toned 1979 RS caught my attention last summer. It was a complete machine, in a great livery, that had already covered 100,000 miles. It had a level of patina worthy of the journeys she had been on. She was available at a modest price, having gone from her original owner in Pennsylvania to a home in Indiana, where some possibility of becoming a bobber was considered. Owner number two concluded that this would be akin to cutting up a piece of art and decided to sell rather than customize her.

I was drawn into this by the pictures, by the story of an original owner who kept meticulous records, and the need for a project to distract me from the natural grieving that came from selling a business I’d spent more than a decade building. So, building something else seemed like a good idea.

I probably could have found a garage queen bike like this one, but there was a certain appeal to finding one that was nice, but not too nice to be ridden anywhere, anytime, irrespective of the weather. One that could get dirty and not cause my OCD needle to be pegged. The other ones are close to perfect. This one’s charm came in part though it’s imperfections.

So, a deal was done, and the RS was shipped to a good friend and master BMW mechanic, Peter Bombar of Bombar’s Beemers in Wilmington, North Carolina. There, Peter and I found many mechanical things that needed to be addressed, so the project got bigger than planned. Going

through the Beemer became something of an archeological effort as we discovered things that had been modified along the way. Then, it all got more interesting.

The first part of this Beemer’s story was narrated in stunning detail by records maintained by that original owner. Purchased in 1979 at a Kawasaki dealer in Sellersville, Pennsylvania, the bike never had a chance to rest on her laurels. She became an immediate highway and byway star, apparently part of a Walter Mitty-like plan to see the United States from sea to shining sea. Her first year on the road covered more than 15,000 miles. The next another 14,000. The list of BMW MOA National Rallies that she attended in the 1980s was extensive. Several of them I also enjoyed along with my trusty R 60/5 LWB. I had sold that Toaster Tank in 1993 and regretted it almost from day one.

The 1979 R 100 RS when purchased (above) and as it looks today (below).

Amid all the service records for the RS, I found aging invoices that included the owner’s name and phone number. On a chance, I called the number and was reunited with the person who bought the bike 45 years ago. Many times, I wished that whoever has that R 60 now would give me a ring. Now with the roles reversed, I was able to get the bike’s full history from someone who was thrilled to know she was still on the road and in the process of going through a “preservation” and not a restoration.

It turned out he wasn’t actually the first owner. Whoever that was found the RS fairing intimidating. So, my new contact got her with a mere 1,000 miles on the clock for the princely sum of $5,200, a dramatic discount from the sticker price at the time. Working for the Department of Defense as a helicopter mechanic, the owner lived close to Three Mile Island at the time of the reactor disaster and decided that the best thing to do was get out of town. That explained the first-year drive across the country and around the West Coast. He’d had so much fun the first time, he decided to do it again in 1980.

On one of his trips, he decided to go to Fairbanks, Alaska, traveling the full length of the ALCAN Highway, before it was paved. He’d even rigged outriggers to help navigate the roads that had been cut by the U.S. Army in the 1940s. This trip covered almost 13,000 miles, including almost 1,000 aboard ferries.

As our call progressed, the stories unfolded. What happened to the original side covers? He kept them with all his rally memorabilia attached! How did the dent get in the tank? It fell over against a garage door years ago, and he decided that leaving the dent and saving the paint was the best course of action.

Was the oil pan replaced with a deeper one? Yes, it was to help dissipate heat when he was traveling in places like Death Valley. What happened to the steering damper? He took it off because it was leaking and didn’t seem to do anything anyway.

Then the questions were reversed. Does it still have the San Jose BMW Fork Brace? Yes, it does. Will the bike be going on long trips again? Yes, it will.

I happened to mention that it was now parked next to my father’s 1980 Moto Guzzi LeMans, which I became caretaker for when his riding days were done. The RS owner laughed, then shared that when he owned this BMW, it was parked alongside his own ’78 LeMans.

We talked for a long time, and each twist of the conversation opened new things that we could further explore. An hour was great for a first call. I hope there are many more to come. At the end he shared that arthritis eventually caused him to stop riding, but in the last year he owned the bike he managed to ride the final 3,000 miles to flip the odometer to a full 100,000. He got the plaque from the BMW MOA, which he plans to share a picture of soon.

If I couldn’t recover my old Toaster Tank R 60/5, finding a storied RS with an amazing lineage was a terrific alternative. The fact that they shared a color scheme seemed poetic. I may never find that long lost R 60/5, but writing a new chapter for this RS may be even better.

We ride for the adventures and the chances to meet new and interesting people. We ride to maintain old friendships as well as to make new ones. We ride to help script our own life’s story. Adding this RS’s story to my own is already checking many of those boxes. Our first big trip together will be to meet up with a group of friends who rode with me to the BMW MOA rally in Lake Placid, New York, in 1983. We were all there and so was this RS. Game on.

Rob McIsaac (#10494) lives and plays in Clayton, North Carolina, a part of the Research Triangle Park Region.  He joined the BMW MOA in 1977, shortly after acquiring a LWB R 60/5.  Since then, a series of airhead and oilhead Beemers have graced his garage, all built in the 20th century.  His enjoyment of motorcycling, and in particular BMW’s, is directly traced to the day his father brought home a new R 90/6.  In his spare time, he now joyfully spends time with his four grandchildren who are intrigued with his fascination with two-wheeled motoring.  The latest project is a recently “adopted” 1979 R 100 RS.

scott crawford’s 1988 R 100 RS

By Daren Dortin #60755

What was the attraction of this year, color and model RS?

I’m always looking for buy, fix, and make-a-little motorcycles and actually stumbled upon this motorcycle by accident as it popped up just a mile down the road from me.

I originally bought a Royal Enfield 500 single for $1,000, put nothing into it but some time and tuning, then traded it straight up to a guy for a 1971 BSA Thunderbolt that had been restored (not a great restoration, but presentable). When this ’88 R 100 RS with 35,000 miles showed up from a known wheelerdealer down the road from me, I offered my BSA in a straight trade. So, I have very little money into this bike. I have always liked the RS; I had an Oilhead RS that I put 100,000 miles on, riding multiple Iron Butt Saddlesores, and had a 1978 Havana Gold R that I really regret selling. The ‘78 needed a lot more work than I was able to give it at the time I owned it, so I foolishly sold it.

Did the seller represent the bike accurately and did you find any surprises when going through the bike?

The seller of my RS did not know what he had. He had purchased it along with a group of cars and other bikes and didn’t know what to do with it, as he is more of a car wheeler-dealer than motorcycles. Based on the condition it was in, I gave him a rough estimated value on it. It was not in running condition, nor did I hear it turn over. He had never heard it run and didn’t know if the engine turned over or not. I was gambling on the even trade for my BSA, but I honestly didn’t care, it was love at first sight.

That being said, I received a lot of the original paperwork with it, and from everything I can gather based on mileage and dated receipts with owners names, I believe I am the third owner. It was originally purchased in Texas in 1988, and in 1989 the original owner licensed it in Minnesota, which is where the second owner purchased it somewhere around 1998 I believe. The second owner’s name was on the title when I received the RS which had not been transferred any further. I also received a lot of the maintenance documentation up to the mileage at which I purchased it. I’m fairly certain it sat dormant for 15 years before I acquired the bike. It had 35,000 miles on it when I got it and now has about 45,000.

With the bike, I received the factory BMW tank bag, saddle bag liners and all kinds of factory goodies that were stowed away in the saddlebags. I was like a kid in a candy store and have tried to preserve all of them since owning the bike.

What design and engineering changes in the 1988 RS were obvious to you, compared to the R 60/6 you own?

Horsepower! I dearly love my R 60/6 which I restored from the ground up about 11 years ago, but I do have to plan my acceleration and stops. Drum brakes and 0-60 mph in 11 days, makes it a very “puttsie” ride, but I love every bit of it. My seven-year-old son and I loaded the R 60/6 up and toured Kentucky backroads on it, tent camping along the way. The bike will be his some day. Back to the 88–two completely different bikes with the RS having electronic ignition (I’ve updated to wedgetail), single side swing arm monoshock, and dual disc front brakes. I can comfortably cruise at 80 all day long on it, something I can’t do on the R 60. I have had some transmission trouble with my 88, though. The original transmission is currently sitting on my bench waiting to be rebuilt. When I acquired the bike, I found a lot of moisture, maybe even standing water in the transmission. It still shifted ok, but every time I changed the trans oil, it would come out milky and rusty. I regularly ride the 88 to Barber and southern Ohio, and the thought of being stranded due to a bearing failure didn’t excite me much, so I purchased a used transmission on eBay and installed it with the intention of rebuilding the original one day. I did have quite a few issues to sort out when I first got it, including starter bushings, the starter relay, ignition coil cracks, final drive bearing and housing problems, some backwoods wiring for the fog lights, and the water in the transmission that I mentioned. On top of those things, I did all of the standard fixes, including replacing the main and oil pump seals, dropping and cleaning the oil pan, adjusting valves and rebuilding the carburetor.

Reinstalling the stock seat is one of the first noticeable changes in the before and after photos, why the change?

I hated the included Corbin seat. I’m 6’1” and the Corbin bound my knees. After a 200-mile ride, I could barely walk. I found the stock seat at the Barber flea market and changed it out in the parking lot for the ride home. My legs thanked me! I regularly ride 500+ mile days on various motorcycles including the 88 (I have a Honda ST1300 that is my daily commuter), so I tend to have a high expectation for my comfort level. I just today purchased a Russell Day Long seat for my 88, so hopefully that will be an improvement over the stock seat, too. I keep working my way up on comfort, I guess.

Have you gotten the bike to a point where you are finished with most repairs, refreshes and modifications? Surely there are a few other mods or changes you are considering?

I’d like to replace the starter with a newer, lighter weight unit. My Bosch starter is old and tired and doesn’t spin very fast. I’ve replaced brushes and bushings in it, but it’s still pretty tired.

I mentioned it has a wedgetail ignition. That was due to my ignition troubles with the cracked coils. I like the wedgetail.

I’ve upgraded the headlight to a pretty high output LED. I 3D-printed an adapter ring in white which accents the light nicely and installed a standard round LED headlight made for a Jeep or something similar that I found on Amazon. I also replaced the giant fog lights with Streamlight LEDs. I can easily change these modifications back to stock if anyone ever wanted to, and I’ve kept all the parts I’ve removed or upgraded.

At some point, my rear suspension will need attention as it’s a little bouncy. I have a Works shock that came with the bike which I would like to rebuild but just haven’t gotten to it. I have lots of kids and responsibilities, and I’m finding I’m more tired these days.

I would also like to figure out a solution to the wind noise that hits my helmet. Even with ear plugs, it’s very loud. I put a Laminar Lip on it to prevent the wind from hitting my neck and puffing up my jacket when riding; however, it did not improve the noise level. I just deal with it. Good ear plugs help, but it is a requirement every time I ride.

Camping with the R 60 and his son.

How long was the process to get the bike where it is today?

It took me about six months to get the RS to the point where I trusted it initially. Mostly due to life obligations. I replaced the transmission after about a year.

What is the appeal of an original paint, unmodified airhead?

It will only be original once! I have a couple spots on the fairing that need attention, but I’ve left them because I don’t want to do a total repaint. I wish I had left my R 60 in original paint, but oh well. That was a long time ago.

Is the RS a year-round bike for you or do you park it in the colder months?

I ride it until I can’t start it and usually to BMW rallies and planned motorcycle rides with my small network of riding friends. My ST1300 is my current commuter that I pile the miles on. I work from home and visit customer sites and trade shows throughout the U.S. I ride to those sites whenever I get the opportunity!

What I mean by the first comment, anything below about 45 degrees, it’s hit or miss if I can start it. She’s a bit coldblooded, and I haven’t figured out why. I’ve gone through the carbs and ignition multiple times, but she’s still a pain to start even when warm. You’ve got to hold your mouth just

right, if you know what I mean. I’ve also checked compression, and everything is in spec; I have just gotten used to it. I’d attribute some of the starting issues to the speed of the starter.

What’s on your radar for the next bike?

If I found a good deal on a factory R 100 S, that would pique my interest. Or a Toaster Tank R 75/5. Ultimately when the kids get older, I’d like to buy a /2 or an R 69 S. I’d like original patina and would do a mechanical restoration on them.

I like to work on stuff and build stuff. I typically don’t pay to have things done. I figure if I screw something up, I can always do it over. I like learning new skills and therefore am not afraid to tear into, well, really anything.

Daren hosts the Airhead 247 Podcast and lives in Mountain View, Arkansas.

His first BMW was a 1972 R 75/5 purchased in Athens, Ohio, in 1990. His current rides include a ‘75 R 90S, ‘77 R 100 S, ‘78 R 100 RS, ‘81 R 80 G/S and a 1994 K 75. Daren also works as a for hire drummer and can be heard on recordings by Jimbo Mathus and Alvin Youngblood Hart.

Scott Crawford’s 88 R 100 RS.

P.O. Box 674 Nelson, New Zealand

Tel: +64 21 696 071 Fax: +64 3 5485783 Email: mctours@gotournz.com www.GoTourNZ.com

when is a day not a day?

By Mark Barnes, Phd #222400

The answer is sad, and all too familiar to many of us: When the next day is a week—or two weeks or three months—away. Of course, I’m talking about riding days, especially those with spectacular weather, or those featuring a convergence of rare and irregular factors, like several riding buddies being off work simultaneously. When such a day must be sacrificed, the loss is far greater than one square on the calendar page. It can be more like missing a full moon, or maybe even some sort of eclipse! There may have been a long stretch of yearning and anticipation leading up to it, and now there will be another agonizing wait for the next opportunity of like kind—with no joyous event in between. What a difference a day makes!

Where I live in east Tennessee, October is almost always the best month for riding a motorcycle.

Summer’s sweltering heat has given way to wonderfully mild temps, rain is virtually absent from forecasts, and the nearby Appalachian Mountains are covered in brilliant plumage befitting a picture postcard. The days have grown shorter, but still last long enough for satisfaction. Forfeiting just one weekend’s ride during this month of moto-bliss represents a hefty 25% subtraction. Miss two and you’ve reduced the primetime fun by half. You know where this is headed: I missed all four this year. These didn’t include epic travel plans or exotic adventures; I merely aspired to spend one long afternoon in the saddle each weekend as I counted down the hectic days of work, errands, chores, and meetings crowding my Monday through Friday schedule. In a universe where life is fair, this wouldn’t be too much to ask.

Turns out, I don’t live in that universe.

A tsunami of urgent work-related demands drowned weekend number one in short order. While deeply disappointing, this seemed like an acceptable casualty, given the fact three additional weekends still remained. Unlike a literal tsunami, that huge wave of work refused to peak and retreat; weekend number two was under serious threat. I mounted the best resistance I could muster, cordoning off several hours for a late Sunday afternoon spin on a spiderweb of empty backroads in the neighboring countryside. I refused to give up that little wedge of sacred ground! A mere 14 miles out, however, amidst the bucolic desolation of an adjacent county, my bike suddenly quit running. Fortunately, I was riding with a friend who owns a trailer and could go home, get it and return and get me, all in less than an hour—pretty good luck, as breakdowns go. (“Breakdown” is really too strong a word for what happened, as subsequent diagnostic investigations revealed the problem to be an

ever-so-slightly loose electrical connector that could have been pushed securely into place without a single tool in less than a minute had it been apparent at the time. Instead, it had looked perfectly plugged in during my admittedly agitated roadside inspection.) During the otherwise unbroken silence while I sat awaiting rescue, a hawk circled overhead and voiced my emotions with its mournful screech. With less than 30 minutes of wheels turning, half my October was now spent.

Most fortunately, a friend gifted in the mechanical and electronic arts volunteered to get my motorcycle running again. I had imagined the next weekend might have to be spent in the garage instead of in the saddle. For me, that’s often not such a terrible alternative, since I love turning wrenches and solving mysteries, but I’d much rather do that when the weather isn’t sublime. It took him several hours to discover the culprit, since he began searching for more serious problems and had also thought the incompletely plugged plug looked just fine at first glance. Even highly skilled people occasionally overlook something simple in their search for something complex. I’m sure the same process would have consumed a whole day for me, but I was spared that fate and it seemed I might yet claim a day of riding before October’s end. After all, the glass was still half-full. (On the other hand, learning my failed ride actually could have easily resumed with barely a pause made its loss sting more.)

If the work demands that wiped out weekend number one were a tsunami, the firestorm of crises that came next must have been analogous to the asteroid impact that ended the age of the dinosaurs. The return of my revived motorcycle was rendered absolutely moot as I dealt with another barrage of unexpected requirements in my day job, health issues of my own and those close to me, car malfunctions, a plumbing emergency, and a mandatory professional seminar on the Saturday of weekend three. I was exhausted and demoralized, heartbroken over having yet another weekend of stunningly gorgeous weather snatched from my grasp, with riding buddies beckoning on a near-daily basis. As I’ve already foretold, the fourth weekend was a non-starter, too, with a surprise family obligation landing squarely in the middle of it and precluding any meaningful outing on either edge.

The month I look forward to each autumn as the pinnacle of my (virtually) year-long riding season had come and gone without a single hour of good riding, and it may have been the finest October ever, with uncannily consistent conditions. Sure, there will be some nice days in November—and possibly even December—but will they align with my days off? I have plenty of gear to allow riding in reasonable comfort on all but the worst days of winter here, but the mountainsides will be a dreary grayish brown, mobility on the bike will be restricted by the extra layers, and late afternoon will be the new dusk. I’m certainly fortunate to be able to ride some in January and February, but there’s still cause to long for spring. Even then, the glorious days of April and May will be frequently interrupted with showers, and June is a dodgy mix of pleasant warmth and wicked heat and humidity. Everyone knows what summer in the deep south is like, and that includes a big chunk of September. No, nothing compares to October here. Missing this one means a two-year span between the last one and the next one.

Finitude is the existential reality we are constantly crashing against—and also constantly denying. We have only so much time each day, each week, each lifetime. This forces us to make choices about how we’ll spend our limited resources. We can make such choices consciously, carefully, and deliberately, doing our best to select the activities that matter most to us, or we can ignore the gravity of this dilemma and choose haphazardly, thoughtlessly, and as though we have infinite time to do everything on our lists, regardless of what we tacitly prioritize or procrastinate. Obviously, this isn’t the truth of our situation. Oliver Burkeman’s book, Four Thousand Weeks: Time Management for Mortals, delivers a sobering confrontation on this count. If we take seriously the fact an average human life is comprised of a mere 4,000 weeks (at least half of which have probably passed by the time we notice this), each one becomes much more precious. The limit of death is a big part of what gives our choices meaning. If we really did have eternity at our disposal, there’d be little urgency to do anything, since it could always be done another day without penalty.

Burkeman critiques the famous time management guru Stephen Covey, who, in his book, First Things First,

made the following analogy: If our to-do list were represented by rocks, gravel and sand, with the size of each corresponding to its importance, and our time was a jar into which we had to fit them, it would be essential to put the rocks in first. Doing so would allow the rest to be added later, filling in the cavities and remaining space at the top. Alternatively, if we put the gravel and sand in first, we’d find it impossible to squeeze in the rocks later. It’s a clever image, but it fails miserably as a representation of real life. As Burkeman so accurately points out, the excruciating experience of actual human beings is there are far too many rocks to fit in the jar to begin with, regardless of how efficiently we arrange the various components. We must not only jettison activities of low priority to make room for higher value inclusions, but also forego matters of truly high priority. We can make such sacrifices purposefully, grieving the losses as we go, or we can passively allow death and other time limitations to lop off whatever items we didn’t actively move to the very top of our list. We lose a great deal either way, but when we choose consciously, we take on the weighty responsibility of prioritizing some things over others in recognition of our terribly finite temporal allocation. When we don’t do this, we avoid both the associated responsibility and the acknowledgement of our all-too-real limitations. It’s no wonder the vast majority of us operate in the latter mode, as nobody wants to live in the perpetual shadow of our own finitude, accepting the inevitability of relinquishing thoroughly unrealistic aspirations of one day getting to the bottom of our endless to-do lists, and owning the painful fact we will prove unavoidably frustrating and disappointing to very important people in our lives. There isn’t enough efficiency in the world to allow a different outcome, and we can burn up all the time we have frantically chasing this outlandish ideal, or we can turn a blind eye to the associated realities and blithely let circumstances decide what we won’t get done. The third

option, which is the most emotionally arduous, Burkeman asserts as the basis of a life well-lived: we make informed decisions with our eyes open, bravely and mindfully pursuing that tiny sliver of our ambitions we might accomplish in what little time we actually have available (which is, of course, always uncertain, even when using a statistically realistic forecast).

At 63 years old, I’ve already used about 3,300 of my 4,000 weeks. While I cling to inspiration from motorcyclists who’ve ridden into their 80s, I also realize they’re the exceptions. If I can continue riding for the next 12 years, I’ll count myself very lucky. That’s just 624 weeks, or 144 months, only 12 of which will be Octobers. The October I just missed was (at least) 8% of my remaining allotment, and it was completely eradicated by the loss of just four days. Those days amounted to much more than their miniscule space on the calendar.

I’ve written before about the necessity of formally scheduling riding time into our busy lives, just like we would do with essential business meetings, medical appointments, and treasured social gatherings. It might seem like I didn’t take my own advice, and maybe I could have protected some small corner of my month more vigorously, especially if I’d known how the rest of it would play out. But there’s another aspect of this I want to highlight: when life is an avalanche of triage situations, genuinely high-priority items, as riding is for me, must be forfeited. That’s the awful truth in Burkeman’s book. It is a profoundly lamentable fact of life. However, recognizing this and grieving it can stiffen our resolve going forward, prompting us to take initiatives more deliberately, wherever feasible, to forego lesser priorities in favor of greater ones. There’s no way to avoid sacrificing things we truly value, but we can do so thoughtfully.

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.

warranties 101

By William Cline #206386

In recent a letter to Rider to Rider, a fellow MOA member complained of what he regarded as a poor response from a company that sold him a helmet for a problem that was evidently no longer covered by the helmet’s warranty. Shortly after reading that letter, I overheard a woman at the service counter of a repair shop complain that the repair warranty on her smart phone was “awfully short” and now she had to pay to fix it again. Both complaints arise I believe from the same lack of appreciation of how the cost of warranty repairs impact the price of goods and services.

First the basics (yep, this is boring). Every sale of goods includes a warranty unless the goods are offered “as is.”

In the latter transaction the buyer may rely only on his own evaluation of the product (Caveat Emptor or “buyer beware”). Any problem with the product is the buyer’s problem. All other sales include at least some representations by the seller as to the quality, reliability, condition, or value of what is sold. It is common for the seller to state that the goods are “free from defects in material or workmanship.” Other representations may be found in the sales literature, what the seller says, or even what is commonly expected between sellers and buyers of such goods. Vague and grand statements about the product such as “It’s the Best!” “Finest you will ever buy.” “Industry leader” “Uncommonly good!” are regarded as mere puffery, not enforceable warranty terms.

the warranty. Without that term, the warranty is a “general” warranty and the seller’s exposure is very broad, going beyond what it states in the warranty terms and may include other representations made about the goods or services, even those in its sales literature.

Limited warranties on consumer products are governed by a 1975 federal law that was created to fix problems because of the perception that some manufacturers were using disclaimers on warranties in an unfair or misleading manner. The law does not require, however, any product to have a warranty (it may be sold “as is”), but if it does have a warranty, the warranty must comply with the law terms.

Warranties must contain specific information about the coverage of the warranty in a single, clear, easy-to-read document, and the information must be available prior to purchase. This is why we typically see it on the packaging, or at least can be found by following an URL or QR code to the seller’s webpage. (the seller must also provide a non-internetbased way of reviewing the warranty before the sale, a Congressional bow to the luddites among us).

Sellers of consumer goods strive to limit their exposure to claims, but also know that in order to make a sale they must provide some level of assurance to the buyer that what is being offered for sale is reliable and of good quality. If done correctly this is achieved by presenting the buyer with a “Limited Warranty.” The qualifier “Limited” is a term of art and is critical in limiting the seller’s financial exposure to the terms of

The length and scope of the warranty are factors which sellers must consider when pricing their products. Those with a long history of selling a product know how long it will last under normal use, and what attributes it must maintain during its useful life. The cost to the seller of curing any deficiency from these expectations and how often those deficiencies can be expected to be realized must be considered in the pricing of the product. If a seller was obligated to fix or replace every product forever, it obviously would not be in business very long.

Consider the analysis of a seller of a vehicle with a “5 Year/100,000-mile” limited warranty. The seller must

understand the cost of the likely claims during the term of that warranty and then spread that cost per vehicle across all vehicle sales. Such costs are thus “baked into” the price which the seller must realize to make a profit.

In making our purchasing decisions, whether for helmets, gloves, or the motorcycles we desire, we need to consider how important the warranty terms are to our decision to purchase. If an extended warranty is offered, which has become very common in the consumer goods market, does it make sense to spend more, or should we take the risk of the cost of an unexpected failure and cash flow from our emergency funds (you have such a fund, right?).

If we have gone through that analysis, then our expectations post-warranty should be very “limited.”

Any response or support post-warranty, which our fellow rider with the helmet problem was evidently pursuing, we then know is entirely a matter of how much “good will” the seller wants to offer.

Bill began riding on a Honda 160 on the trails and in the woods of southeast Ohio where he grew up. Over the years he has owned several Triumphs and currently keeps an R 1200 RT and a C 400 GT in his Ohio garage. Another R 1200 RT is kept at his “other home” in Arizona.

Now mostly retired from his law practice, he resides in North Canton, Ohio, with his family and one feral cat.

Welcome our newest MOA members

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Feroz Engineer London

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Lorri Evans Sparks, NV

Matthew Evans Scottsdale, AZ

Tim Fairhurst Tecumseh, ON

Cynthia Faivre Dekalb, IL

David Falatko South Portland, ME

Sid Falco Garland, TX

Chris Falk Cumberland, ME

Glen Felicio Sudbury, MA

Brad Fellows Kenosha, WI

James Fennewald Bend, OR

Rada Flom Pleasanton, CA

Anthony Fodero Milwaukie, OR

Stuart Foran Toronto, ON

Orlyn Fordham Gardnerville, NV

Jeremiah Athanas Forrest Erie, CO

Howard Fox Oswego, IL

Maya Fox San Rafael, CA

David Fridley Skyland, NC

Ed Fritz Redmond, OR

Michael Fuller Oroville, CA

Michael Fusco Dyer, IN

Alberto Galan La Coruña, Spain

Owen Garrison Highland, NY

David Geiger Brentwood, TN

Barry Georgetti Leesport, PA

Patrick Germick Bend, OR

James Gingas Port Charlotte, FL

Ron Gosselin Brentwood Bay, BC

Brian Greggs Milton, FL

Nicholas Gris Delton, MI

James Groce Crystal Lake, IL

Mark Grooms Lakewood, CA

Gilles Guezille Kennessaw, GA

Matt Guida Land O’ Lakes, FL

Amit Gupta El Dorado Hills, CA

Harold Gurgone New Lenox, IL

Justin Gutierrez Denver, CO

Patrick Gwinn New Gloucester, ME

Hector Haddow Centerville, GA

Drew Hadfield Comox, BC

Jeff Hale Richland, MI

Tom Hall Prineville, OR

Bob Hamlin Stevenson, WA

Donald Hamlin Wooster, OH

Miles Hardbarger Garner, NC

Roman Harmatiuk Palatine, IL

Pate Hasty Taylors, SC

Norm Haugan Roy, WA

Michael Henderson Conway, SC

Gustavo Hernandez Aurora, CO

Rory Hewitt San Francisco, CA

Dell Hickle Uniontown, PA

John Hilliard Racine, WI

Alex Hodgkinson Piedmont, CA

Kurt Hoffman Sacramento, CA

Gordon Hoffmann New Orleans, LA

Chris Hogue Henryville, IN

Jesse Holguin Alta Loma, CA

Jeff Hollenbach Powell, OH

Brandon Hollis LaCenter, WA

Blair Holmstrand Helotes, TX

“I just joined BMW MOA, and am really looking forward to the different riding classes. I have been a Harley rider, but after the Camp Fire, we moved to Bella Vista, California, which is just east of Redding. Our home is a half mile down a dirt road, so I sold the Harley and bought the F 800 GS. I love the BMW, and am looking forward to adventure riding.

I am also a Paramedic with SideTrax EMS, at the Thunderhill raceway in Willows, California, and am truly blessed to be out there for the races and learn more about BMW motorcycles. Thank you for a great club and everything that goes with it.

See you on the road sometime…”

– Chris Pickett # 236358

Duane Hong Burr Ridge, IL

Mark Hoppal Westminster, CO

Clifford Horvath Westerville, OH

Jeffrey Howard Hampton, VA

Peter Hoyt Everett, WA

John Hudak Cranbrook, BC

John Hudson Kingstree, SC

Nicholas Hudson Albany, OR

Nils Huehnergarth Bethlehem, PA

Adam Hurst Pickerington, OH

Kerwin Hurtado Aventura, FL

Joe Hysong Angola, IN

Kenneth KC Ingraham Denver, CO

Ron Iovino Anaheim, CA

Farokh Irani Pearl River, NY

Matt Irvine Portland, OR

Maxim Itkin Highland Park, IL

Daniel Jeanneau Palmetto Bay, FL

Vince Jennings Baltimore, MD

Greg Jerome Draper, UT

Tony Jimenez Incline Village, NV

Louise Jobin St-Joachim de Montmorency, QC

Paul Johnson Lubbock, TX

Jon Johnson Indianapolis, IN

Jeff Johnston Norman, OK

Brett Johnston Bartlett, TN

Tyler Johnston Cedar Rapids, IA

Paul Joseph Los Angeles, CA

Barrett Justice Daniels, WV

Srinivas Kumar Katreddi Pleasanton, CA

Chad Keene Portland, OR

Jim Kelly Clovis, CA

Guy Kemper Santa Ana, CA

Sean Kennedy Norman, OK

Mark Kenyon Ringoes, NJ

Hollister Keville Piedmont, CA

Jeffrey Kidd Clover, SC

Dennis Kiefer Peru, IN

Richard Kim Gaithersburg, MD

Michael Kiple Gurnee, IL

Gabriel Klar Kingston Springs, TN

Matthew Kline Cheyenne, WY

George Knapp Reno, NV

Michael-John Komidar Windsor Locks, CT

Timothy Kopczyk Elgin, IL

Jason Koppenhaver Elizabethville, PA

Luke Kormylo Nampa, ID

Marcia Kosar Boulder, CO

Krzysztof Kozlowski River Grove, IL

Miles Kramer Fort Collins, CO

Craig Kurchina Wonder Lake, IL

Jeffrey LaBarre San Pedro, CA

Peter LaFalce Lexington, KY

David Layne Denver, CO

Joe Leatherwood Maryville, TN

Darcy LeBlanc Selkirk, MB

Patrick Ledbetter Daphne, AL

Alan Lee Custer, SD

Frank Lee Memphis, TN

Dan Lehnberg Redondo Beach, CA

Marshall Leininger Canton, OH

Steven Lemay Vancouver, BC

Kenneth Levey Lakewood, CO

John Lindemann Clarksville, IN

Bruce Lukens Newberg, OR

Robert Lyons Los Angeles, CA

Eric Lysen Blaine, WA

Reginald M Rambert Charlotte, NC

Joel Mabry Austin, TX

Johnny Mac Carlsbad, CA

Gerry MacDougall Kamloops, BC

Christine Macek Pismo Beach, CA

Kevin Magner Palmer Lake, CO

Thomas Majors Bennett, CO

Mark Malin New Glarus, WI

Salil Maniktahla Springfield, VA

Jim Mann III Fort Worth, TX

Daniel Manning Groton, MA

Mark Mark Lakewood, CA

Ken Marrow Eureka, CA

Kim Marshall Eagle, ID

Rafael Marsola Windsor, CO

John Martin Ft Myers, FL

Donna Martinez El Dorado Hills, CA

Perry Mason Ooltewah, TN

Sean Masse Prince George, BC

Ashley Masters Hendersonville, NC

Jenu Mathews Sterling Heights, MI

Dan Mathews Cedarburg, WI

Alain Mathieu Oakbank, MB

Tom Matson Blaine, WA

R Maxwell Port Carling, ON

Roland McCaffrey Parrsboro, NS

Brian McColley Bozeman, MT

Wyatt McNulty Victoria, BC

Robert Mensinger Port St. Lucie, FL

Michelle Mercier Bend, OR

Bogdan Micovic Lyons, IL

Kristina Mihajlovic Burr Ridge, IL

Paul Miller Littleton, CO

Robert Mitchell Lincolnshire, IL

Donna Mobilio Saint Augustine, FL

Mike Moleschi Lake Country, BC

Damian Monkhorst Melbourne, VIC

David Morgan Rowlett, TX

Howard Morgan Longmont, CO

Brittney Morris Troy, NY

Karl Mueller Sanford, NC

Jeff Muhlenkamp Bradfordwoods, PA

Eric Murphy Castle Rock, CO

Roger Muscarello New Albany, OH

Robert Nathans North Caldwell, NJ

Jules Edouard Nau Carpinteria, CA

Caleb Nelson Elkhorn, WI

Gary Nelson Dayton, NV

Ermin Nikezic Glenview, IL

Jmichael Nix Fort Worth, TX

Courtnye Nix Fort Worth, TX

Donald Norton San Francisco, CA

Martin Nowakowski Tower Lakes, IL

Charles Nudo Mont Royal, QC

Jason Nylund Bailey, CO

Robert Oberbreckling Boulder, CO

Ciaran OByrne Houston, TX

John O’Connor Gloucester, MA

Robert Okabe Oak Bluff, MB

Michael O’Keefe Mahopac, NY

Gordon Olson Stanchfield, MN

Shawn O’Neill Portland, OR

Banu Onteddu East Peoria, IL

Bob Ormel Welland, ON

Sandra Ortiz Patterson, CA

Richard Oyarzabal Portland, OR

Gabriel Paola Dana Point, CA

Brian Parise Overland Park, KS

Danny Park Lake Bluff, IL

Ed Pecis Ridgway, CO

Wally Perez Saint Johns, FL

Petko Petkov Mount Pleasant, WI

Mark Pfleghaar Wayzata, MN

Bernard Philip Portland, ON

Rocky Phoenix Winnemucca, NV

Jean-Marc Plisson Los Angeles, CA

Anthony Plosz Hinsdale, IL

Tim Plumley Broadway, NC

Juliann Pokorny Austin, TX

Eylon Ed Porat Flagler Beach, FL

David Potts Everett, WA

Ramprasad Prabhakar Dublin, CA

Erika Prada Colorado Springs, CO

Natasha Price Broadview Heights, OH

Roman Puriy Palatine, IL

Trent Putman Browns Valley, CA

Raymond Queen Ashland, KY

Stephen Quilici Winnemucca, NV

Rahul R. Monmouth Junction, NJ

Chris Rait Idyllwild, CA

Greg Reardon Birmingham, AL

Joel Reid Los Angeles, CA

Genaro Rendon Chicago, IL

Rod Richardson Longmont, CO

Lori Richey Eagle Mountain, UT

Richard Richmond Reno, NV

Nick Riley Stanley, NC

Richard Robinson Oak Harbor, WA

R. Shawn Rogers Warrenton, OR

Jay Rokita Vienna, VA

Walter Roman Gardners, PA

Paul Rosenthal Northridge, CA

Derrick Ross Stirling, ON

Steven Rudolph Garden City, NY

Guadalupe Ruiz Fajardo New York, NY

Jesus A Salomo-Gandara Aurora, CO

Robert Saloum Vancouver, WA

Rick Saltzman Columbus, OH

David Sanchez Pahrump, NV

Tim Sawatzky Sidney, BC

Sean Scholey Carlsbad, CA

Allen Schumacher Prineville, OR

Detlev Schwabe Marina Del Rey, CA

Shawn Seiber Bremerton, WA

Necmi Selimoglu Cherry Hill, NJ

Johan Semaan Golden, CO

Cyrus Shams Land O Lakes, FL

Michael Shannon Little Elm, TX

James Sharpless New Franklin, OH

Gerard Shivy Pompano Beach, FL

Dustin Sillaman Canon City, CO

John Sinkler Norway, ME

Isaiah Skaug Oshkosh, WI

Zach Smith Buffalo, NY

Steve Smith Safety Harbor, FL

Curtis Smith Boise, ID

Justin Smith Saint Clair Shores, MI

Daniel Smith East St. Paul, MB

Chase Sneddon Ithaca, NY

David Snipes Santa Ana, CA

Cary Solberg Portland, OR

Todd Sorenson Rapid City, SD

Mark Spanakos Lake Park, FL

Jason Spittlehouse Denver, CO

Patrick Stafford Los Gatos, CA

John Stamp Punta Gorda, FL

Bernadette Staples Norco, CA

Thomas Stevenson La Quinta, CA

Tim Stiles Denton, TX

Grant Stoecker Buda, TX

Ivica Stojkoski Westmont, IL

James Straus Prospect Heights, IL

John Stys Oak Park, IL

Ayush Subedi Orland Park, IL

Gerald Sumners Lewisville, NC

Joel Swick Lemon Grove, CA

Bailey Swope Fort Wayne, IN

Bob Swor Kuna, ID

James Tabak Milford, CT

Philip Tady Basehor, KS

John Tantillo Daytona Beach, FL

Michel Thönissen Mint Hill, NC

CameronThomas Portland OR

Chris Thomson Highlands Ranch, CO

Denislav Todorov Roselle, IL

Michael Topham Winchester, VA

John Towes West Kelowna, BC

Katherine Tracey Monument, CO

Steve Turner Colorado Springs, CO

Mark Turner Jerome, ID

Dawn Turner Garden Grove, CA

Benjamin Vahl Custer, WA

John Van Camp San Ramon, CA

Arnaldo Vargas New York, NY

Varun Kumar Vellanki Dublin, CA

Ernest Vercholuk Sorrento, BC

Saul Villarreal Boerne, TX

David Waggoner Davis, CA

Eric Wagner Dallas, TX

John Wagner Grants Pass, OR

Gary Walia Pittstown, NJ

Brandon Walls Imperial, CA

Chris Wang Elk Grove, CA

Rod Ward Longmont, CO

Nick Watchorn Lake Oswego, OR

Don Weber Albany, OR

Ben Weber Tucson, AZ

Savannah Weber Edinburg, TX

Keith Weech West Melbourne, FL

William Weill Columbia, MD

Tommy Weiss Agoura Hills, CA

Sean Weissman Sussex, WI

Rick Welty Lone Tree, CO

Dena Wessels Burley, WA

Jim Westfall Vancouver, WA

Luke White Wilsonville, OR

Thomas White San Diego, CA

Linda Whitfield Cranbrook, BC

Melanie Wilhoite Orondo, WA

Bill Williams Meridian, ID

Bill Willis Gilford, NH

Bryan Wilson Mendota Heights, MN

Tim Wilson Bend, OR

Dereck Wirfel Summerhill, PA

David Woest Katy, TX

Dave Wood Lebanon, OH

Wil Woodard Kenmore, WA

William Wygal Coronado, CA

Chuckie Yabut Round Lake, IL

Jeffrey Yates Fallbrook, CA

Bradly Young Forsyth, IL

Zachary Zebrovious Davis Junction, IL

Michael Zeck Pagosa Springs, CO

David Zwicker Clarkston, MI

Liqui‐Molyoil ‐ oil, fuel & air filters – 12/24K maintenance kits – brake pads & rotors – fuel pumps – Hall sensors – repair manuals & dvds–tools – fuel line disconnect sets – fuel injection controllers – exhausts – batteries & chargers –master cylinders & rebuild kits – starters – spark plugs & wires – cables –  radiator fans – alt belts – fender extenders – Carbtune carb/TB synchronizers

WHEN & WHERE

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

6/6/2024

PRESENTATION EVENING WITH SAM MANICOM, ROUND-THE-WORLD RIDER AND AUTHOR Spokane, Washington info@westsideracing.com

6/7/2024 – 6/9/2024 49TH SQUARE ROUTE RALLY Sabillasville, Maryland sworddrill79@gmail.com

6/7/2024 – 6/9/2024

GATHERING OF THE CLANS CAMPOUT Ferguson, North Carolina brent.hcmc@gmail.com

6/13/2024 – 6/16/2024

RIDIN’ TO REDMOND NATIONAL RALLY Redmond, Oregon membership@bmwmoa.org

6/20/2024 – 6/23/2024

BLACK HILLS RENDEZVOUS Spearfish, South Dakota johnlangdell@rushmore.com

6/20/2024 – 6/23/2024

CHIEF JOSEPH RALLY John Day, Oregon bmwro.cjr@gmail.com

6/21/2024 – 6/23/2024

MOTOMO RALLY 2024 Crane, Missouri kronie12@gmail.com

6/27/2024 – 6/30/2024 CASCADE COUNTY RENDEZVOUS Cashmere, Washington djmuir22152@yahoo.com

6/29/2024 – 6/30/2024

CAMPOUT AT UNCLE TOMS CABIN

Pollock Pines, California tourcaptain@bmwnorcal.org

7/18/2024 – 7/21/2024

52ND ANNUAL TOP O’ THE ROCKIES RALLY Paonia, Colorado lowrtax@gmail.com

7/27/2024 – 7/28/2024

CAMPOUT AT SEQUOIA NATIONAL PARK Quaking Aspens Campground tourcaptain@bmwnorcal.org

8/8/2024 – 8/11/2024

50TH STANLEY STOMP Lowman, Idaho rcoonan@juno.com

8/9/2024 – 8/12/2024

KASLO CAMP & RIDE Kaslo, British Columbia events@valleybmwriders.com

8/15/2024 – 8/18/2024 BEARTOOTH RENDEZVOUS Red Lodge, Montana registrar@beartoothbeemers.org

8/16/2024 – 8/18/2024

58TH 4WINDS RALLY Fairmont City, Pennsylvania jmarnell@mac.com

8/17/2024

31ST BLUE BUTT RALLY Virginia City, Nevada bluebuttrally@gmail.com

8/23/2024 - 8/25/2024

2024 HOPEWELL ROAD RALLY Athens, Ohio samrbooth@yahoo.com

8/24/2024 - 8/25/2024

CAMPOUT AT LASSEN NATIONAL PARK Lost Creek Campground

tourcaptain@bmwnorcal.org

9/4/2024 - 9/8/2024

11TH ANNUAL WAILIN’ WAYNE WEEKEND

Nelsonville, Ohio info@wailinwayneweekend.com

9/5/2024 - 9/8/2024

MIDWAY CAMP & RIDE Midway, British Columbia events@valleybmwriders.com

9/6/2024 - 9/8/2024

BMW MOA KENTUCKY STATE RALLY Pineville, Kentucky rides4fun@bmwmoa.org

9/6/2024 - 9/8/2024

53RD ANNUAL WISCONSIN DELLS RALLY Wisconsin Dells, Wisconsin rallychair@wiscbmwclub.com

9/12/2024 - 9/15/2024 MOTORRAD FEST AUTHORITY BIKE SHOOTOUT Lebanon, Tennessee becky.smith@bmwmoa.org

9/13/2024 - 9/15/2024

TUG HILL TURNOUT Lowville, New York camdengroup@icloud.com

9/19/2024

FOURTH ANNUAL LAUREL HIGHLANDS WEEKEND SPONSORED BY THE BMW MOA Somerset, Pennsylvania gsjay@kaplitz.com

9/19/2024 - 9/22/2024 PURE STODGE TOURING ASSOCIATION IOWA RALLY Elkader, Iowa pstarally@gmail.com

9/27/2024 - 9/28/2024

MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org

9/27/2024 - 9/29/2024

37TH ANNUAL HOOSIER BEEMERS RALLY

North Vernon, Indiana k12lts@gmail.com

9/28/2024 - 9/29/2024

CAMPOUT AT KLAMATH

NATIONAL FOREST

Nordheimer Group Site tourcaptain@bmwnorcal.org

10/3/2024 - 10/6/2024

OROVILLE CAMP & RIDE

Oroville, Washington EVENTS@VALLEYBMWRIDERS. COM

10/4/2024 - 10/6/2024

CENTRAL OKLAHOMA BMW ROAD RIDERS ANNUAL CAMPING TRIP

Talihina, Oklahoma jwozjr.traveller@gmail.com

10/11/2024 - 10/13/2024

COLONIAL VIRGINIA RALLY

Wakefield, Virginia steve@slrimagery.com

10/11/2024 - 10/13/2024

49TH ANNUAL FALLING LEAF RALLY

Steelville, Missouri rally-coordinator@gatewayriders.com

10/25/2024 - 10/26/2024

MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org

10/26/2024 - 10/27/2024 OCTOBERFEST

Manchester, California tourcaptain@bmwnorcal.org

10/28/2024 – 11/9/2024

BMW MOA DAY OF THE DEAD TOUR WITH MOTODISCOVERY Oaxaca, Mexico info@motodiscovery.com

11/8/2024 – 11/10/2024

54TH SOUTH CENTRAL BMW OWNERS REUNION Fayetteville, Texas president@bmwclubofhouston. com

11/15/2024 - 11/16/2024

MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org

Re-Psycle BMW PARTS

Re-Psycle BMW Parts Auction Closure and Business Sale / Liquidation. LAST CHANCE for DEALERS and Individuals to Make OFFERS on LARGE LOTS

Business Sale includes all Parts Inventory and property. During the months of May and June we will begin the liquidating process of our extensive inventory of 1955 to 2010 BMW parts, accessories and BMW motorcycles in large, negotiated lots to Dealers and individuals. In July, we will begin an online, NO RESERVE, absolute auction, in small lots, until all Parts inventory is sold.

For further details and inquiries, contact

Or

Our mission is to honor and encourage participants who are experiencing mental and emotional struggles, providing them with opportunities to decompress, get unstuck, connect with like-minded peers, and gain new perspectives and skills for dealing with their challenges.

Motorcycle Relief Project is a 501(c)3 nonprofit that provides relief to male and female veterans and first responders with PTSD and other related issues by taking them on week-long adventure motorcycle relief rides.

Managing Editor BILL WIEGAND | bill@bmwmoa.org

Art Director KARIN HALKER | karin@bmwmoa.org

Digital Media Editor WES FLEMING | wes@bmwmoa.org

Associate Editor RON DAVIS A ssociate Editor JOSE ABILES

Bill Wiegand, Phil Stalboerger, Paul Breau, Steve Martin, Mark Rickards, Tim Crain, Mark Weinrobe, BMW Motorrad, Lee DeYoung, Dustin Silvey, James Carlisle, Matt Parkhouse, Wes Fleming, Paul Guillien, Ely Woody, Richie Few, Robert McIsaac, Daren Dortin, Mark Barnes, William Cline, Todd Marks.

Executive Director TED MOYER | ted@bmwmoa.org

Chief Operating Officer BECKY SMITH | becky.smith@bmwmoa.org

Advertising & Commercial Promotion WES FITZER | wes.fitzer@bmwmoa.org

Membership Associate TONYA MCMEANS | tonya@bmwmoa.org

Membership Manager PAULA FITZER | paula.fitzer@bmwmoa.org

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

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.

President BRIAN DUTCHER | brian.dutcher@bmwmoa.org

Vice President ADAM CHANDLER | adam.chandler@bmwmoa.org

Secretary CHAD GARCIA | chad.garcia@bmwmoa.org

Treasurer PHIL STALBOERGER | phil.stalboerger@bmwmoa.org

Director JEAN EXCELL | jean.excell@bmwmoa.org

Director STEVE PELLETIER | steve.pelletier@bmwmoa.org

Director DOUG PETERS | doug.peters@bmwmoa.org

Director LOUISE POWERS | louise.powers@bmwmoa.org

Director MICHAEL “ROC” SHANNON | roc.shannon@bmwmoa.org

ADVERTISING INDEX

Michael Williamson (#127856) left, prepares to head toward Yécora, Senora, Mexico, with a friend.

Photo by Todd Marks

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.