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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!
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PAUL GUILLIEN #179473
DUSTIN SILVEY #224778
KEVIN DOWELL #234186
TREASURES
It’s been almost four years since Judy and I sold and packed up the place we had known as our home for the previous 25 years. It was a big, two-story place with four bedrooms, a full basement, and the space to store anything that wasn’t broken or rotting, or anything that just might be needed someday. That last classification occupied the most space in the basement and garage.
To prepare for the move north to the land of Packers, beer, cheese, and snow, a dumpster was delivered to our driveway. Meanwhile, I struggled to mentally get ready to purge a lifetime of precious memories from the mountain of cardboard boxes filling the dark corners of what had been their safe and secure home for nearly a quarter century. I can’t recall a more difficult task, but we were moving to a place that didn’t afford the luxury of unlimited storage. I needed to clear out the unnecessary and only keep what I deemed absolutely essential—a topic Judy and I will never agree on.
While some, Judy included, would have no difficulty unceremoniously tossing a box labeled “Family Treasures” into a huge garbage can taking up most of the driveway, I couldn’t bring myself to do it. I needed to open each box to pay homage to those things Judy and I—well, mainly me—thought enough of to pack away and keep.
As I opened boxes, struggling to decide what to keep and what to send to the landfill, the memories in them spilled out, each transporting me to another time, another place.
In one box, I found my old Kodak Carousel projector and dozens of trays holding slides highlighting trips to Road America, motocross races, hikes through newly fallen snow, or colorful sunsets from Door County. Definitely keepers, I declared to myself!
Another box held stacks of old newsprint. A headline from an October 1982 Milwaukee Journal declared “Brewers Are World Serious” after the team won the American League pennant and were set to meet the Cardinals in the so-called “Suds Series.” Apparently, I didn’t keep the papers describing the outcome of
the Series that year; the Brew Crew lost in seven.
Another stack held copies of the Green Bay Press-Gazette from January of 1997, highlighting the Packers Super Bowl win over the Patriots. Definite keepers. Deeper down in the box, I found a stack of Cycle News East copies from the early ‘80s holding my first published stories written when I traveled across the state covering motocross racing. Those first bylines were exciting and pushed me forward until I realized the $25 paid for each published piece didn’t cover my gas, film, and postage costs–an early lesson in economics. But still, definitely keepers.
Another box held textbooks and notebooks from my college days. Many of the books seemed new, and the notebooks had many clean pages. To the dumpster they went.
In a box labeled “Racing Stuff,” I came across a handful of jerseys from my days of racing. One had “JT Racing” emblazoned across the chest, another said “Yamaha,” and another said “Suzuki.” Flipping the Suzuki jersey over, I saw the patch my mom had sewn in to mend the tear made when another racer screamed by and clipped me with his clutch lever as I righted my bike after a crash. My old Bell helmet, a pair of battered Carerra goggles, and a pair of stiff yellow gloves were deeper in the box. More things that would be moving north with me.
Ultimately, I could only cut what I had hoarded away in half, not only family treasures, but personal treasures valuable only to me for the memories they hold and the days they can transport me back to.
Closing my eyes while holding a bent set of handlebars from my ‘77 YZ 125, a worn rear sprocket from an RM 400, or an OEM windscreen from my 2012 R 1200 GS takes me to still more places and times.
Today, these reside in boxes relabeled “Bill’s Stuff” and rest comfortably in a storage unit outside town. I don’t know if or when they’ll ever see the light of day again, but knowing where they are, what they represent, and the power they hold is all I need right now.
The Beast!
Ryan Hooper (#231822) photographed his 2014 R 1200 GS which he affectionately refers to as "The Beast" while on a late spring ride over Washington Pass in Washington State.
WHY LEBANON?
By Brian Dutcher #160860 BMW MOA President
As I write this, we are 30 days from our 2024 National Rally in Redmond, Oregon, where I fully expect about 5,500 of our members will experience another great MOA event. As you read this, Redmond is behind us, and all eyes are on the 2025 MOA National Rally’s return to the outstanding facilities in Lebanon, Tennessee.
However, several months after our announcement of our return to Lebanon, questions popped up asking why the return there and what happened to the “Central Zone.” First, let me provide you with a quick look at our National Rally site selection process. The rally site selection process begins two to three years before the event when staff and a volunteer Rally Site Selection Committee use established evaluation criteria to narrow potential sites to two or three final candidates. The evaluation factors are many and begin with finding a location able to meet all of our minimum requirements, which include 2,000 hotel rooms within the area, 200,000 square feet of camping space, 200 RV sites, liquor laws allowing on-site consumption, 50,000 square feet of air-conditioned vendor space, air-conditioned seminar rooms, an arena able to seat at least 3,500, a cost structure allowing a reasonable early registration fee, exclusive use of the facility for a week and a site available one of three weeks in June. These factors have been identified by MOA membership, the MOA Board of Directors and the exhibitor community.
So why Lebanon? Although there were other options within the central zone, those sites only met some of our criteria and were determined to be less than ideal, so alternative sites were considered. We recognized Lebanon was outside our Central Rally Zone; however, Lebanon offers the closest proximity to the majority of our membership, which gives the rally the best chance at success.
Because of its financial risk and importance, our national rally must maintain flexibility to succeed. Changes in the hospitality industry over the last four years have been dynamic resulting in more locations becoming financially prohibitive without our increasing the price of the Rally registration to $100 or more for early registration
Contact Brian Dutcher at brian.dutcher@bmwmoa.org
Contact the MOA Board of Directors at board@bmwmoa.org
fees. Lebanon allows us to keep prices reasonable. Rally zone boundaries are guidelines, not statutory requirements. Of the available sites for 2025, Lebanon was far and away the best choice, and it met all our established criteria. Looking at our membership today, 40% of our members are new since the Lebanon Rally in 2019. Comparing this fact to an average attendance based on membership, we could have approximately 20,000 members who may have never been to Lebanon.
The Rally Selection Committee’s task has become more challenging as all costs associated with putting on an event have nearly doubled since the contract for Great Falls in 2021. The BoD used a combination of all factors, including the best value and experience for our members and what’s best for the organization financially, to approve the recommendation. Based on all this, the BoD approved Lebanon, as it reflects the best current decision.
I understand you may have concerns, and I accept responsibility for not providing any explanation when we announced the 2025 site. I also offer everyone two opportunities to make your perspectives heard. First, provide your suggestions for rally sites to our executive staff. We are constantly evaluating suitable sites and actively working with sites for 2026 and beyond. Second, take the time to provide feedback in a future member survey. Your voice does matter to us.
Just like we must adapt our riding style, gear, and route selection for the current road, weather, bike, and rider conditions, as an organization, we must adjust course based on current conditions and forecasts to ensure riders 50 years from now will enjoy the same camaraderie with fellow riders. We will continue to adapt to market and economic conditions and membership desires to ensure our continued success.
One thing is for sure. In May 2019, no one could have predicted the last five years of economic challenges and turmoil across all sectors. Likewise, no one can predict what 2029 will hold. Our rally site demands could remain the same, double, or even shrink by 50%. Either way, the organization must remain flexible to pull off an excellent rally for its members.
Thank you for being a member, and we look forward to seeing you in Tennessee.
Top, Entering the great state of Texas near Texarkana. Photo by Terence Hamill #14629.
Above left, Not far from Springbok, South Africa. Photo by Rick Stevens #49070.
Above right, The dam in the Black Canyon of the Gunnison in western Colorado recently opened all of its spillways for the first time since 1977. Photo by David Haedt #207938.
Opposite page top left, A magnificent sunrise over the Blue Ridge Mountains near Little Switzerland, North Carolina. Photo by Karen Salemi #163440.
Opposite page top right, In front of Kirk in the Hills church located in Bloomfield Hills, Michigan. Photo by Jennifer Ott #215257.
Opposite page middle left, At Indianapolis Motor Speedway. Photo by Keenan Casavant #216945
Opposite page bottom, Along the road while on my way home from Great Falls Montana. Photo by Gary Hibbert #140225
we've all heard it
RIDERTORIDER
Send your letters and comments to: editor@bmwmoa.org
I am pleased to have a copy of Mark Barnes article “Everyone has a Story” (April 2024 BMW Owners News.) He addresses a very common and frequent argument that non-motorcyclists seem to want to throw into our (motorcyclists) faces all too often.
When I have encountered such negativism from non-riders, I simply reply, “Hey, you can get killed walking across the street!” They can’t deny that fact, and my point is that death can come to any of us at any time. I totally agree with his analysis that those folks are simply jealous that they are missing out on an exciting and fulfilling lifestyle. I plan to hand my copy of his article to some of those naysayers as he puts our thoughts into terms that are better received than for me to tell them to shut up about it. We’ve all heard it before.
Bruce Ottway #184812 Murray, Kentucky
No More headache!
A recent story in the magazine on fitting Schuberth helmets (“The Fine and Cheap Art of Custom Helmet Fitting” by Mark Barnes, April 2024) was instrumental in making my 2,500-mile trip to the Tail of the Dragon comfortable. I was dreading the trip because my Schuberth C4 allowed only about 100 miles before it began to feel like it was crushing my forehead.
The article gave me a padding technique I tried and had zero problems after that. Thank you, Owners News!
Frank Tucker #228207 Palm Harbor, Florida
MISSING JACK'S WRITING
July of 2023 was Jack’s next-to-last story. Jack’s last writing was in the September issue of 2023. I would suggest that if you have not read the article or haven’t read it lately you might wish to read it again, now that he has left us.
The title of the story “The Empty Table at the Club Breakfast” is prophetic. He is writing about the Mac-Pac Club of Pottstown. The last two paragraphs move you emotionally. It makes you think he might have known.
Perhaps this story should be repeated in the future.
Preston Shultz #77102 Woodstock, Connecticut
MOA getaway at breaks interstate park
I just finished up unpacking from the MOA Getaway at Breaks, which was a complete sellout, and I want to take a moment to thank everyone at the MOA (Ted Moyer, Becky Smith and Tonya McMeans) for all their support and guidance.
Thanks also to Austin Bradley and his team at the Breaks Interstate Park who did a wonderful job supporting and hosting the event. Every member of Austin’s team was super helpful with a great motorcycle friendly attitude.
I can’t encourage the MOA membership enough to consider the region when planning your next motorcycle trip. I don’t have the vocabulary to say enough positive things about Erik Hubbard and his organization, Backroads of Appalachia. The nonprofit’s mission is to provide a positive economic impact on the small towns in the Central Appalachia Mountain Region of Kentucky, Virginia, and West Virginia.
With Erik’s team’s hard work, they are
accomplishing their mission. They are doing it by developing motorcycle tourism and motorsports events in the region. Without Erik’s support and help, this event would not have happened.
I also need to recognize the companies, vendors, and individuals that supported the event and donated products for the guest’s gift bags and door prizes. I hope that each of the guests that benefited from their support will keep those brands in mind when making future purchase decisions.
The next Rides4Fun event is the MOA Getaway at Pine Mountain State Park September 6-8. For more information visit the BMW MOA event calendar or www.ridesforfun.com.
Fred Bramblett #101458 Vine Grove, Kentucky
bmw increases motorcycle sales without really trying
I just saw in the latest issue of the BMW Owners News that BMW has seen increasing sales the last several quarters. Obviously, this is great news for BMW, but I just wonder how many more they could have sold if they actually tried to sell motorcycles.
Case in point, I just returned from the season-opening MotoAmerica Superbike race at Road Atlanta where BMW won on Saturday and finished runner-up on Sunday, but off the track BMW had virtually zero presence. Yamaha had a large display in the fan zone complete with apparel sales, static displays of their products, plus demo rides and knowledgeable salespeople talking up their motorcycles and answering questions. Harley-Davidson, Triumph, and even the Chinese manufacturer CF Moto had static displays staffed by product experts.
But other than the BMW Motorrad polo
shirts worn by the race crew you wouldn’t know that BMW was there. There were no BMW static displays, no dealers present and no vendors selling BMW branded gear. I couldn’t even buy a BMW hat or a team T-shirt while I was at the track.
In contrast, BMW has a huge presence at IMSA events. Okay, I get that motorcycle sales are a small fraction of BMW’s overall revenue, but damn, couldn’t they at least pretend to care about the motorcycle side of the house?
K Marple #57575 Bishop, Georgia
tire reimbursement success!
Love the new in-house tire hazard protection program and process! Don’t love that I had the chance to use it, but having now participated in the old and the new, wow, is the new one better!
On a recent south Texas ride that included going out to Boca Chica beach, the rear tire on my 2014 K 1600 GTL decided to steal a screw from Elon Musk’s SpaceX Starbase. I tweeted Elon these pics with an offer to reimburse him but haven’t heard back. The SpaceX employee parking lot made for a convenient place to patch the tire under cover from the rain and with the full protection of a security officer.
When I returned home, I jumped onto the BMW MOA website and looked up the new tire replacement program. I didn’t realize that in addition to being managed in-house, it’s also possible to fill out the forms online. I got the tire replaced at my favorite local dealer, and with a few keystrokes, the claim was
submitted. Then, less than three weeks later, I received the reimbursement check. Thanks for the upgrades to the tire hazard protection benefit! I hope I don’t ever need it again but sure glad it’s there if I do.
Mark
Rickards #194725 Flower Mound, Texas
a "simple" suggestion
I have a suggestion for making this year’s election for the MOA Board of Directors less stressful on our members. Instead of trying to figure out which one of the highly qualified, dedicated, and motivated candidates to not vote for, increase the size of the Board by one seat. That way, all five of the candidates could be on the Board.
Seriously, all of the candidates are highly accomplished and picking just four of the five is traumatic.
My thanks to all who choose to run for the Board.
Stephen Rome #201347 Pensacola, Florida
Mark Barnes' essay
I practiced law, in one form or another, for more than 50 years. I know what Mark Barnes meant) regarding tsunamis spoiling a planned trip, weekend or whatever (“When is a Day Not a Day” BMW Owners News June 2024.
Early in my career I asked a fellow attorney if he wanted to spend some time following a hobby of his. His answer was that he would put his hobbies aside
until he was ready to retire, THEN he would have the time. I didn’t like his answer, so I planned my life to enjoy my hobbies along the way. I have been a hunter and shooter since a youth, and I began scheduling at least one hunting trip every year—okay, not every year, but maybe every other year. Yes, a daughter’s wedding cancelled one trip, an illness of a dear partner cancelled another, but by and large, I have gone on my hunting trips.
I didn’t take up motorcycle riding until I was 73. That was 14 years ago. I can still ride, but my hunting days afield are behind me now. But I can still ride. When I was 75, I rode from Los Angeles to Fairbanks, Alaska, and back—9,000 miles in 30 days. It was one of those memories that lasts and lasts. I’ve ridden all over the western U.S. and around most of this country of ours. I changed from a BMW K 1600 GTL to a late model Gold Wing for its automatic transmission, which is nice on arthritic hands.
The point is, I’ve taken my vacations a little bit at a time. When I finally quit the law business, I didn’t “start” my retirement. I had been enjoying it or years, a little bit at a time. There are still some things I can do, like riding, going to the range to shoot, visiting kids and grandkids, and writing stuff that almost never gets published (but sometimes does).
Yes, there have been disappointments, but looking backward, and even forward, I am happy with my memories and dreams and still look forward to some more of the same.
Bill Schoettler #154735 Bass Lake, California
WE WANT TO HEAR FROM YOU!
Each month, the Rider to Rider pages of BMW Owners News detail the successes, failures, wishes and frustrations we all face as riders, BMW motorcycle owners, customers and individuals. As a BMW MOA member, these are your pages and we want to know what’s on your mind.
Got something to get off your chest? Tell us about it. Know a business that deserves to be recognized? Tell us about it. Got a riding or tech tip that we could all benefit from? Tell us about it. Got a suggestion for BMW Motorrad? You know the drill–Tell us about it! There’s only one rule and that’s to stick to the subject that brings us all here–motorcycling, so save political rants for Facebook! Send your thoughts to editor@bmwmoa.org and lets all work to build a better community.
rhythm & rides reunion early registration
If you missed the Ridin’ to Redmond National Rally, it’s never too early to start planning an epic adventure that includes the Rhythm & Rides Reunion National Rally in 2025.
Now through July 31, 2024, you can register for the 2025 BMW MOA National Rally for only $59! Purchase your rally shirt during registration and save even more. Get the bundle for only $75 until July 31! Scan the QR Code to register or call (864) 438-0962. Registering now will guarantee you the lowest price of the season and solidify your plans for an unbelievable 2025!
MOA
board of directors election results are in!
The results for the 2024 BMW MOA Board of Directors elections are in. Of the more than 24,000 MOA members, 2,785 submitted ballots, a participation rate of about 11%.
Doug Bakke was elected to the board with 1,706 votes. Adam Chandler was re-elected with 1,559 votes. Jennifer Ott was elected with 2,142 votes. Phil Stalboerger was re-elected with 1,471 votes. Directors were installed to their Board positions at the Rally in June 2024.
Congratulations to the elected and re-elected Directors, and many thanks to all those who stood up to volunteer to represent the MOA members and guide the future of the club. Anyone interested in running for the MOA Board of Directors is encouraged to do so. Questions can be directed via email to bod@bmwmoa.org.
winning is in full swing with the beemer bonanza
After giving away three M-series motorcycles at the Ridin’ to Redmond National Rally, the winning continues in the Beemer Bonanza Sweepstakes. The Grand Prize of the fundraiser to benefit the MOA Foundation and Motorcycle Relief Project includes a 2024 BMW X7 M60i SUV, an 18RR Gray Wolf Black Label Toy Hauler, and choice of a new BMW motorcycle. The winner of the Grand Prize will have their choice between the Grand Prize package valued at approximately $175,000 or $100,000 in cash.
Tickets to enter the Beemer Bonanza Sweepstakes are on sale now for $25 each, or buy five for $100. MOA members can purchase tickets online at bmwmoa.org/ bonanza or contact the membership team at (864) 438-0962 to enter.
A Grand Prize winner will be announced December 7, 2024, during a live winner’s broadcast. Proceeds from the Beemer Bonanza Sweepstakes benefit several charities including the BMW MOA Foundation and Motorcycle Relief Project. Learn more about the Beemer Bonanza Sweepstakes and enter to win at bmwmoa.org/bonanza.
Doug Bakke
Adam Chandler
Jennifer Ott Phil Stalboerger
education credit for law enforcement at m'fest
Law Enforcement Officers and First Responders are eligible for up to 24 hours of continuing education credit at M’Fest. Training at the annual Authority Bike Shootout is conducted by instructors from the BMW Performance Center and BMW Authority Bike Ambassador, Quinn Redeker. There is no cost to the training or competition for law enforcement officers and first responders!
The BMW Performance Center will also conduct both on-road and off-road training for MOA members and spectators at M’Fest. MOA members can register for their choice of training at mfest.bmwmoa.org. On-site tent camping is included with every training registration and registering for both on-road and off-road training earns a discount on both classes!
M’Fest happens September 12-15, 2024, at the Wilson County Fairgrounds in Lebanon, Tennessee. The event is free for spectators to attend, and more than 100 competitors are expected for the Authority Bike Shootout.
Visit the website mfest.bmwmoa.org for details and to reserve your spot!
minnesota passes lane filtering legislation
On Friday, May 24, Minnesota became the sixth state to legalize lane filtering. Minnesota is now the easternmost state to legalize lane filtering, and joins California, Utah, Montana, Arizona, and Colorado (which also signed lane filtering into law this year) as states that permit lane filtering.
“With this new ability to filter through slow-moving traffic and at stoplights, riders in Minnesota will benefit from increased safety on the open road,” AMA Central States Representative Nick Sands said. “The recent successes of lanefiltering legislation passing into law in Colorado and Minnesota signal excellent momentum for our efforts in that space and the overall well-being of our road-riding members.”
The new law states that motorcyclists in Minnesota will now be allowed to filter through traffic “at not more than 25 miles per hour and no more than 15 miles per hour over the speed of traffic in relevant traffic lanes.” The new law will take effect on July 1, 2025.
The legislation’s success came after AMA member and BMW MOA Treasurer Phil Stalboerger told his story of being rear-ended on a motorcycle while in traffic to several legislators who wanted to find a way to prevent further accidents from happening.
“After telling my story to a lot of people and educating people on what lane filtering means for the motorcycle community, it’s very rewarding seeing this legislation pass,” Stalboerger said. “There was a nice rally cry from the motorcycle community, clubs, small businesses, and others saying that ‘yes,’ we want this. The passage of this legislation illustrates grassroots advocacy at its finest.”
In addition to the lane filtering aspects, HF 5247 also added punishments for drivers that impede motorcyclists on the open road, stating that “an operator of a motor vehicle must not intentionally impede or attempt to prevent the operation of a motorcycle” when filtering.
ride europe with the u.s. rider academy
The BMW Performance Center U.S. Rider Academy (USRA) is excited to offer an On-Road Alpine European Tour. Join us September 1-8, 2024, as we enjoy excellent roads, food, drink, and stories as we travel through Germany, Austria, Slovenia and Italy. Just like our tours here at home, once you arrive, sit back, relax. and enjoy the ride. The BMW U.S. Rider Academy has considered and handled all the details. The total tour distance is just over 1,000 miles and includes all lodging, motorcycle rental, liability insurance, fuel, tolls, all meals, and much more. Cost for the Alpine European Tour is $9,999 and includes an optional two-day Street Survival On-Road training class at the BMW U.S. Rider Academy before the trip.
For complete information, contact Ricardo.Rodriguez@bmwmcext.com
bmw automated shift assistant
By BMW Motorrad
With their new Automated Shift Assistant (ASA), BMW Motorrad offers an innovative technical solution to makes riding simpler and more comfortable. True to the motto “Simplify your ride,” the riding experience is enhanced by automation of the clutch and gear shifting process, without sacrificing the emotionally important dynamics of shifting.
The Automated Shift Assistant features a clever functional design in which two electromechanical actuators automate the clutch and gearshift of the six-speed transmission, which is the main difference to a conventional shift assistant. There is no need for a hand lever to operate the clutch manually. Starting, stopping, and maneuvering are all made easy with the Automated Shift Assistant.
Riding with the Automated Shift Assistant becomes more enjoyable thanks to fast, precise, rev- and load-adapted gear changes. The rider’s workload is reduced, which makes riding more enjoyable. Additionally, the Automated Shift Assistant creates a more direct connection with the powerful boxer engine, as the precise clutch actuation makes it easier to control the riding experience via the throttle and gearshift lever.
In ‘M’ shift mode, gear changes can still be made by foot control, allowing the rider to decide when to change gears.
In ‘D’ shift mode, the Automatic Shift Assistant really comes into its own. Shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from smooth and perfectly executed gear changes, resulting in efficient motorcycle acceleration and increased riding stability.
When shifting up, for example, the possible jolt associated with a classic manual transmission with a manual clutch is largely eliminated, as is the risk of helmet to helmet contact between rider and passenger.
Downshifts are also designed to be as smooth as possible, minimizing chassis disturbances. Specific characteristics of the automated shift function are assigned to the different riding modes to ensure perfect shift behavior in each riding situation. In combination with Active Cruise Control or front collision warning, the networking of functions brings the future of motorcycling to life.
The torquey boxer engine enables almost effortless starts on uphill gradients, for example, thanks to automated clutch operation, which also pays dividends in terms of better vehicle control off-road or on difficult surfaces.
Riding pleasure takes on a whole new meaning when you choose the automated D mode. Optimally selected gear changes
create a new riding sensation. The right gear is automatically selected according to the rider’s individual riding needs, resulting in a harmonious and extremely smooth driving experience.
The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electronically controlled electromechanical actuators operate the clutch and gearshift, enabling easy starting and automated gear changes. The rider’s shift request is transmitted to the control unit via a gearshift lever sensor, which is actuated by the conventional foot-operated gearshift lever. Additional sensors determine the revs of the transmission input shaft and the clutch position. These values are transmitted to the TCU (Transmission Control Unit), which is closely linked to the engine control unit, for control of the clutch and shift actuation.
The clutch is operated by an electro-mechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gear and disengages it when stopping.
In manual shift mode “M”, the rider can move the gearshift lever in the desired direction in the usual way. If the revs in the desired target gear are within the maximum or minimum rev range, the shift is made directly. If the engine revs fall below a gear-dependent minimum speed, downshifts are performed automatically in manual mode. This prevents the engine from stalling.
In shift mode “D” the gears are changed automatically depending on the riding mode, engine revs, throttle position and lean angle parameters. Gears are shifted according to the riding situation and dynamic requirements.
For more information, visit your local BMW dealer.
By BMW Motorrad
In front of the picturesque background of Villa d’Este at Lake Como, BMW Motorrad recently unveiled its latest design masterpiece: the BMW R20 concept. As part of the renowned Concorso d’Eleganza Villa d’Este, famous for its elegance and historical significance for extraordinary vehicles, BMW Motorrad showcased the legendary air-oil cooled Big Boxer engine as a central sculptural element.
Markus Flasch, Head of BMW Motorrad described the concept as follows: “The BMW R 20 concept is a mechanical masterpiece. The Big Boxer is it´s center. Distinctly BMW Motorrad.”
The BMW R20 concept is a motorcycle that impresses with its powerful appearance in a casual gentleman style, while fulfilling typical attributes of BMW Motorrad–classic design and excellent engineering combined with thrilling mechanics.
Centered around the Big Boxer engine as the epicenter of great riding pleasure, the expressive fuel tank presents itself as a sculpture, the rear end reduced to the essentials to emphasize the clean lines and the power of the motorcycle.
The chassis has been redeveloped with a black double-loop main frame made of chrome-molybdenum steel tubes forming its backbone. With the black disc wheel at 17x6.25 inches at the rear, on which a tire of the dimension 200/55 is mounted, and a 17” spoke wheel with black spokes and the tire dimension 120/70 at the front, the BMW R20 concept combines tradition with modern. The proven BMW Paralever has been executed in a new two-arm variant with the swingarm made of chrome-molybdenum steel and the Paralever strut made of aluminum. The kinematics are designed so that the drive torque is completely balanced. The two milled aluminum rear axle carriers are another high-quality detail. The exposed driveshaft, conceptually adopted from the R 18 and one of the visual highlights of the R 18 models - has been shortened for integration into the roadster architecture. As suspension elements, fully adjustable Öhlins Blackline components work at the front and rear. Radially mounted brake calipers from ISR at the front and rear take care of the deceleration–with six pistons at the front and four pistons per brake caliper at the rear. Additionally, the 2-in-2 exhaust system delivers the appropriate sound character and perfectly completes the design.
As a Big Boxer Roadster, the BMW R 20 concept sets new standards in the world of motorcycles and confirms BMW Motorrad’s commitment to the finest engineering and the pure passion for motorcycling.
The centerpiece of the BMW R 20 concept continues to be the air-oil-cooled Big Boxer engine, now with a displacement of 2,000 cc. For the concept bike, new cylinder head covers, a new belt cover and a new oil cooler were developed, in order to be able to mount the oil pipes partially hidden.
The aluminum tank got a new design and presents itself in the progressive color “hotter than pink” from the 1970s. The BMW R 20 concept is color-coordinated with the cylinder head covers, belt cover and air intake funnels made of polished and anodized aluminum, as
well as the Paralever strut, footrest system and the ISR brake calipers in gunmetal.
The taillight has been integrated into the single seat, which is upholstered with quilted black Alcantara and fine-grain leather and emphasizes the dynamic roadster appearance with its compact rear. The modern LED headlight is presented in form of a 3D-printed aluminum ring with integrated daytime running light. The main headlight appears to float optically in the middle of this daytime running light ring. Each of these details contributes to the unique character of the concept bike and underscores its overall statement:
The BMW R20 concept takes the Big Boxer Culture to a new level.
Consumers get a $80 Visa® Reward Card1 via mail-in rebate with the purchase of two (front and rear) qualifying Michelin Cruiser Motorcycle tires.*
Consumers get a $60 Visa® Reward Card1 via mail-in rebate with the purchase of two (front and rear) other qualifying Michelin On-Road Motorcycle tires.*
Consumers get a $40 Visa® Reward Card1 via mail-in rebate with the purchase of two (front and rear) qualifying Michelin Off-Road Motorcycle tires or Bicycle tires.*
Bridging the gap between smart and dumb, the Instinct provides analog timekeeping with digital features many of us desire. It connects to both Apple and Android devices and runs on solar power for long life. Waterproof to 100m and both thermal- and shock-resistant. Compatible with the Garmin Connect app for health and fitness tracking—and if your day has really gone to hell, it will help you find your way home (or back to camp) with Tracback routing or its ability to connect to your inReach. MSRP $300-500 depending on power source (battery/solar) or trim level (standard/tactical).
MWC P656 Titanium Tactical
mwc-usa.com
Let’s say your needs for a wristwatch skew towards the basic—and the more elegant. The P656 could be just what you need; available with or without a date display, the only things it does is tell time and be waterproof to 300m (984 ft), all while looking fantastic. Its uncluttered analog face is supplemented with tritium for night-time visibility. MSRP $388.
Despite most of us having a device in our pockets capable of more raw computing power than was used to land humans on Earth’s moon, many of us still wear a wristwatch–for a variety of reasons. When it comes to motorcycling, our watches need to be a bit more sturdy than the typical item; our watches have to be waterproof at a minimum, and able to withstand hard shocks associated with off-road riding or long days of near-constant low-level vibration present with serious on-road expeditions. Whether you’re a man or a woman, your watch has to be up to the task. All the watches shown here are optimized for right-handed use (worn on the left wrist).
SUUNTO Core All Black
suunto.com
Suunto is a newer name on the ruggedized watch scene, but their products appear to walk the walk. The Core All Black’s composite (i.e. plastic) case provides durability and light weight (just 64 grams/2.26 ounces), and it features a tight set of adventure basics: altimeter, barometer, compass, thermometer, storm alarm and the ability for the owner to replace the battery as needed. It can also display in English, French, German or Spanish. MSRP $219.
Timex Expedition North Sierra timex.com
The lowest-cost entry here does what you need it to and not much more—but does so in a classic, low-profile style sure to fit comfortably under the gauntlet of your glove. Features an easy-to-read face thanks to high contrast and Timex’s Indiglo backlight. Made of stainless steel and waterproof to 100m. MSRP $99.
SW-MOTECH DUSC HARD CASES
By Charles Buchanan #118151
When you buy a new motorcycle, the parts and accessories purchase vortex begins. One of biggest dilemmas for me was which panniers to buy. With so many options available, it can make your head spin trying to decide between soft, hard, factory, or aftermarket options.
Because I ride off-road but also commute to work (I-95 in northern Virginia) on my motorcycle, side cases where a very important option for me. When purchasing my new R 1300 GS Trophy, I was told the factory cases were not yet available and before buying mine, I had the opportunity to demo an R 1300 GS for a few days which was equipped with BMW’s Vario side cases which offered a total of 97 liters of storage. To be honest, I found the Vario side cases a little small for my needs as my laptop took up the entire left side case and believe this was because of their shape. Looking at
them, I was reminded of the cases on my R 1200 RS and S 1000 XR–they do look great on the bike and have interior lights, USB charger and central locking–some really nice options to have.
During my research for side cases, one of the options that really caught my attention were those offered by SW-MOTECH. Their new DUSC hard cases offered a perfect match for the new R 1300 GS, both visually and functionally. The SW-MOTECH panels are made from robust 3D-textured ABS material and then wrapped in a sturdy aluminum perimeter frame. The result is a tough, dimensionally stable and lightweight case. DUSC cases seemed extremely versatile, suitable for sport-touring, commuting or more adventurous off-road duty. They can also be used interchangeably as a side case or top case.
I went with their 41-liter option. If you want a bit
more compact version, there is a 33-liter option. The SW-MOTECH system comes with two matching cases, two removable PRO side carriers, a mounting kit and locks for $1,300. I also ordered the top case system which added a 41-liter case and is the exact same case as the side cases. They are all interchangeable which is nice. The top case system comes with the 41-liter case, lock and adventure rack with adapter plate for $750—very reasonably priced for everything you get with the system. As a comparison the DUSC cases have a total of 123 liters for the complete set while the BMW factory aluminum cases on my R 1250 GSA offered a total of 112 liters. The BMW cases were also double the weight of the SW-MOTECH DUSC cases.
My R 1300 GS came with the Vario side case mounts and the top rack and once my SWMOTECH cases arrived, I had to remove the Vario side case mounts and top rack prior to installation. This was surprisingly easy and only took about 30 minutes. SW-MOTECH is coming out with a detailed how-to video on installation, but it wasn’t yet available when I received my cases. I found the installation of the new racks to be very easy, with instructions that were easy to follow. Overall, it took me about two hours to install the complete system onto the bike.
The pro side rack comes with a quick release system that lets you takes the side racks off in about one minute. This is nice if you like to clean the bike often. The locks do come with two anti-theft locks for the side racks. I was told if you ride hard off-road to use the permanent mounting bolts that replace the quick releases ones.
After using the SW-MOTECH DUSC system for the last 2,000 miles, I have been very impressed with them. Now, while on my morning commute, my laptop and a change of clothes fit in one side case, which works perfectly when using my old inner bag from my R 1250 GSA. As light as the cases are, the strength of them is also impressive. After watching a video of someone standing on one, I figured, sure I should try that too. I put one on the ground and did the same thing. Nothing, it just flexes, and I am not a small guy!
After riding through multiple rainstorms, not a drop of water leaked into the cases. While I have only ridden about 50 miles off-road with them fully loaded, I have not experienced any issues, but I will be replacing the quick release system just to make sure.
If you are looking for cases to put on a new R 1300 GS, SW-MOTECH DUSC cases are an
extremely viable option. SW-MOTECH has motorcycle specific mounting systems available for multiple motorcycles. I have really enjoyed using them so far and will be giving them a long-term test while on my 5,400 miles round trip ride to Redmond, Oregon, for the National Rally. You cannot go wrong with these cases in my opinion.
Visit sw-motech.us or your local dealer for more information.
I grew up in East Tennessee and started riding before I was 10 on a YZ50 and have never stopped. Retired from the U.S. Army in 2016, I currently live in Virginia. During my 26 years in the Army Airborne Infantry, I was lucky enough to be riding around on dirt bikes wearing night vision goggles. My current ride is a 2024 R 1300 GS and 1972 R 75/5, though in recent years I’ve also had an R 1250 GSA, S 1000 XR and an R 1200 RS. I ride all kinds of motorcycles, but my main passion is adventure riding which lead me to compete in the recent GS Trophy qualifier. I didn’t make the team this time, but what an experience.
SCORPION XT9000 CARBON HELMET
By Dustin Silvey #224778
Post meal fatigue (PMF) is a real thing and is defined as a lower cognitive function after consuming a meal. Basically, after eating a meal our body redirects blood to our digestive organs which can lead to our thinking, reacting, and moving slower. When I ride on longer days, I try to eat smaller meals to prevent PMF, but even while being mindful of this, when I am riding on dirt roads or trails, I still need a bit of time to warm up and boost my energy levels after lunch breaks. That extra bit of time allows me to focus my mind and body for what is to come. Sometimes, however, the ride plan doesn’t allow for this option.
Recently, I was riding with the Motorcycle Relief Project (motorelief.org) along Rim Road in Arizona. Rim Road is a dirt road that hugs a steep drop-off for the majority of the route, and on this particular ride, the road had only recently been plowed of snow. The many twists and turns brought a smile as I leaned the bike trying to catch glimpses of the view. Our group then stopped along the ridgeline to enjoy the view on our feet rather than on our bikes as we ate our lunch. We then hung around chatting, eating, and resting for about an hour (more than enough time for my body to go into PMF) before gearing up to tackle the second half of the road.
As soon as we left our lunch stop, I could feel I was a bit off. PMF had a grasp of my brain: I was slow to react, I was taking corners a bit wide, and my focus was wandering. This meandering of the mind is not good on any motorcycle ride but specifically on this road as it could be deadly. I tried to snap myself out of it by hyper focusing on the road and fighting to keep my mind on the task in front of me. I was starting to feel a bit better as I came into a gravel corner. Suddenly, while leaning the bike
while standing on the pegs, I realized I wasn’t turning nearly fast enough as the far bank was getting close very rapidly. I gave the bike a bit of gas hoping to slide into the turn, but with so little traction all that did was turn me completely sideways. Sliding in the gravel my mind went to “Well, idiot, high side or low side!?”
Resisting any thoughts of failure, I gave it more gas once again with the hopes to get some traction to pop me out of the situation. The rear tire spun and then suddenly grabbed hold, and the bike and I launched into the far ditch.
Being that guy who hates to be made fun of for doing stupid things, I locked my knees around the tank, shot my butt back as far as I could and again, gave it more gas. The ditch was wide enough for the R 1200 GS to fit in nicely, and now all I had to do was make it over a few logs. With what felt like hours but was likely
only a few seconds, I made it over the fallen trees and I took control of the bike and hopped back up on the road. Any PMF I had before this happened was wiped out by the massive amount of adrenaline injected into my body. Focus was definitely not a problem for the rest of the ride back to Young, Arizona.
After intense moments such as this, I really appreciate my riding gear. The above situation could have very easily gone another way. I was lucky that things worked out as they had, but if I hadn’t been lucky, how well would I have fared? As many of you know, I am an all-the-gear-all-the-time (ATGATT) rider, and my gear not only includes a neck brace but also a very solid full-face helmet. On this specific trip I had been testing out Scorpion’s XT9000 Carbon Trailhead, and spoiler alert: if I had crashed, I am extremely confident this helmet would have kept my head safe and secure. Scorpion states the XT9000 was designed for those that use their adventure bikes for actual adventure. Okay, those are my words, but Scorpion does state this helmet is for the adventure rider as it works great both on road and off. Well, I gave it the once over, so let’s see how it did in the real world.
Disclaimer: the helmet was given to me to use and review by Scropion Exo. This review contains my honest thoughts on the helmet and has not been edited by Scorpion Exo.
About this Helmet
Cost: $529.95 USD
Sizes: SM to 2XL
Safety: ECE and DOT
Colors: Seven different colors!
Bonus: Includes a clear and dark visor, clear pinlock, and an action camera mount
Conditions of the Test
Location: Young, Arizona; Gila County, Arizona
Date: Last week of April/first week of May, 2024
Average Riding Temperatures: 42 to 92 degrees
Fahrenheit
Motorcycle: BMW R 1200 GS
Type of riding: Highway and dirt road (30%, 70%)
Total number of hours for test: 42
I rode with the helmet from between four to seven hours per day for seven days. This was the only helmet I used for the duration of the test, and I seldom stopped long enough to remove it.
The Looks
The XT9000 has the standard adventure helmet look: different shades of color, a large visor, and a peak visor to block the sun out. I was using the Red XT9000, and I thought it looked great as I like to be visible. The helmet is stylish without being bulky, but also has that: “I am a cool adventure rider” look. Another member on the ride was wearing the Green version of the XT9000, and I thought he looked pretty cool; so, I therefore must have, too…right? For color, shape, and just all around looks, this is another easy 9/10 from Scorpion.
The Fit
I believe I may have the smallest head in the world. Honestly, it is just plain ridiculous how tiny my head is. I obviously have the small version of the XT900, and it fits like a glove. The helmet doesn’t move, I don’t get any hot spots, and my ears are even comfortable. Sidenote: as a former elite level wrestler and professional MMA fighter, my ears are a bit sensitive to being compressed. The XT9000 was able to stay tight on my head, without crushing my ears to the point where I wince in pain when I remove the helmet–a huge win in my books.
Also, like many of Scorpion’s Exo helmets, the XT9000 comes with their Airfit® inflation adjustment system. The Airfit allows you to inflate or deflate the padding making it larger or smaller, which in turn keeps the tension between your cheeks and the helmet the same over time. And vice versa, if you are finding hot spots in places, you can let some air out, which can reduce the rash.
So where do I rate this in fit? I have to again say Scorpion Exo just has an innovative way to fitting a helmet and give them 9.5/10.
The Noise
The dreaded noise. Not only does noise lead to hearing loss over time, it also causes fatigue on longer rides. Helmets that lock away noise are a huge benefit to riders. I didn’t take any kind of fancy measurements on the noise, but compared to other adventure helmets I have used, the quality is equal. I didn’t hear more noise as compared to a Klim or Touratech helmet, but I also didn’t notice less noise. Overall, nothing special going on here, but definitely no corners cut. On my scale from loud metal concert to locked down soundproof room 6/10; just a calm breeze on the road.
The Ventilation
Heat and Dustin are not friends. Really, I would say we are mortal enemies. Coming from an Indian background, one would think I could handle heat. They would be wrong. I fall apart at anything over 85 degrees Fahrenheit. My perfect riding temperature is 72 to 75 degrees. To say ventilation is important to me is an understatement. Luckily, the XT9000 has a lot of good ventilation. With the visor closed to block some of that windburn, I would keep the lower vents open to allow a good breeze through the helmet. My only gripe about the vent is that it is opened from the inside. When the helmet is on my head, it can be really difficult to get my gloved finger in the helmet to open or close the vent. I understand why Scorpion Exo does it this way: the action camera mount; but still, it got on my nerves. So, for ventilation for an adventure helmet 8.5/10; -1 point for annoying me with the vent so a 7.5/10.
The Conclusion
The age-old question: is this helmet for you? Let’s ask a few more questions: Are you an adventure rider? Do you want to wear an adventure helmet? Do you like high quality at a reasonable price? If your response was yes to any of the above, then yeah, this helmet could be for you. Do you forget to open your helmet vents? Well then, this one thing could be annoying. For me, the inside vent isn’t enough to counter all the other great innovations this helmet has going for it. I am making this helmet my everyday helmet. It fits great, it is super comfortable, looks solid, and one thing I forgot to mention, the peak visor is so well designed it almost never caught the wind; even at highway speeds. Really, that feature alone makes this adventure helmet worth the money to me.
Join the Adventure!
United Sidecar Association members embrace the cycling lifestyle and share their adventures in the club’s full-color magazine, The Sidecarist.
Find out how you can join us.
Click here, or go to Sidecar.com.
valeo starters
By Matt Parkhouse #13272
Things are picking up under my backyard shade trees. I’ve helped out several local folks with Airheads that had been stored there for far longer than just the last winter. A couple were quickly sorted out and returned to the owners in good running order. The last one ended up exhibiting a problem I haven’t seen in quite a few years.
In the late 1980s, BMW chose to discontinue using the heavy, reliable, and rebuildable Bosch starters and began using the French-made Valeo starters. These seemed like a good upgrade; they were lighter, drew less current and cost less. They relied on permanent magnets, glued to the inside of the housing to serve as field magnets for the starter motor. Though it seemed like a good move at the time, problems arose quickly. With heat, age and vibration, the magnets would come loose from the inside of the housing and lock up the starter motor. This happened often enough that any BMW shop worth its salt would keep a spare replacement starter on the shelf. I know I certainly did. Long distance riders often would pull the Valeo and drop in a Bosch unit as the Bosch starters could be repaired in many countries.
A few years after BMW ended Airhead production in 1995,
Valeo acknowledged the problem and redesigned the magnet arrangement by adding four sets of spring clips to hold the four magnets equally spaced inside the housing. They also used a better quality of glue to secure the magnets. This pretty much ended the problem of locked-up Valeo starters. Other than the backwards-running Airhead that puzzled me a couple of years back, it has been quite a few years since I encountered a failed Valeo starter.
The bike in question, a 1991 R 100 GSPD, came to me to be freshened up to be sold after being stored for five or six years. As I started working on it, the bike started and ran OK. Soon, the Valeo chose to shed a couple magnets and attempts to start the bike resulted in a loud clicking but no movement with the engine. Since it had been so long, I first looked at the battery. Though it was charged and showed a healthy voltage, I jumped a second battery to the bike and got the same results. I then put a voltmeter to the battery and found the voltage dropping from around 12 volts to less than eight when I hit the starter button. At that point, my 20-plus-year-old cobwebs cleared away, and I remembered the whole Valeo story. It was a quick matter to
It only took about ten minutes to get the GSPD disassembled and the starter removed. If a Bosch starter was involved, I'd have to go into the front of the engine as well.
The Bendix assembly is on the left, the motor part–with detached magnets–is on the right. Those four magnets are supposed to be equally spaced. The armature (the part that rotates) is firmly locked in place, it should turn freely.
pull the air cleaner parts and the starter cover to expose the Valeo unit. Because the Valeos were half the weight of the Bosch starters, they did not require a support bracket at the front of the engine. Since I didn’t need to get into the front of the engine, I had the starter out in just a few minutes. After I backed out three small bolts and tapped it with a small hammer, I had the starter in two parts. Sure enough, the housing part had the four magnets all over to one side of the interior. That was on a Thursday afternoon. A quick online order to EuroMotoElectric in the Denver area resulted in a replacement starter arriving on my front porch Saturday morning. It plugged right into the engine and a few minutes later I had an R 100 GSPD that started at the touch of a button.
I have received all the LED headlights that I ordered, and I’ve been trying them out. Between the rain and the cold, along with the fact that my two-year old e-bike gets used for most of my shorter trips, I haven’t tried out the various headlamps after dark. I promise that I’ll have a report on how these new-fangled items work. At least this time around, I know they will fit into the Slash Seven and Slash Five headlight buckets. I do have to report that the one I started with in the Slash Five puts out LESS light than the P45t-based halogen lamp it replaced.
Spring is finally reaching the point of being comfortably warm, for both using the e-bike and my Airheads. I use the e-bike as part of my trying to exercise more. The A Fib really resulted in my being in poor shape. It’s been about six months since the so-far-successful cardiac ablation, and with my paying attention to increasing the activity, I am getting stronger.
In the near future, I’m planning on taking part in the Distinguished Gentleman’s’ Ride in a week or so, followed by getting out to Oregon for the MOA National Rally. I hope to see many friends there!
Matt acquired his first BMW in 1972, upon his return from Vietnam. He hired on at Doc’s BMW of Colorado Springs in 1977. Since then, his life has been a mixture of travel, owning/working in various shops, as a nurse, and being very involved in his local community. He has owned around 15 Airhead BMWs over the years, but his first bike, a 1972 R 75/5, is parked by the front door with 434,000 miles on the odometer.
are you a gatekeeper?
By Wes Fleming #87301
One soggy, cold morning just ahead of Daytona Bike Week, I spied an interesting article in the Style section of the Washington Post about how one of the few Amtrak lines consistently earning a profit is the Auto Train route between Lorton, Virginia, and Sanford, Florida. The photo accompanying the article showed several train pallets loaded with Harley or at least Harley-style motorcycles ready to be put into their transport railcar. Predictably, somebody else who saw the same article quickly posted on social media:
“[Twelve] motorcycles shown in racks being loaded on train. All Harleys. That’s because we BMW riders RIDE to places we’re going. (Tongue in cheek a bit, I know some trailer their bikes.) Same thing as Sturgis being the world’s largest trailer rally.”
Ten years ago—maybe even five—I’d have laughed right along with everybody else who piled on to denigrate the nameless cruiser riders. Nevermind my current thoughts about their wisdom to let Amtrak do the heavy lifting on the 811-mile route down I-95, one of the most heavily trafficked sections of highway in the country. Having travelled this route a number of times in the last 30 years, I can tell you from experience it is littered with construction zones, crashes, speed traps and traffic, traffic, traffic, and there’s no really good parallel route, especially once you leave North Carolina. These days, though, I recognize this behavior for what it is: gatekeeping. It’s done by shaming other riders— ostensibly our brothers and sisters on two wheels—and used to reinforce a distinctly us (BMW owners ride everywhere!) vs. them (Harley owner trailer everywhere!) atmosphere. The implication is we, as BMW riders, shouldn’t allow Harley riders into our circles because they’re weak, lazy, slackers, losers, lame, etc.
This is, it occurs to me, perhaps the worst way to grow our community, because exclusionary tactics, even in jest, rarely convince anybody of the benefits of being part of your group. It’s a specific instance of perhaps unconscious gatekeeping, and we as BMW riders should endeavor to be the first to stop perpetuating it.
If you’re not sure what I’m talking about here, let’s start with your understanding of what a gate is and how it operates. Think of a fence separating everybody who rides a motorcycle from everybody who doesn’t. In order
to transition from the don’ts to the dos, all you have to do is open the gate and go through it. When somebody is there to tell you why you shouldn’t—or aren’t qualified to—go through the gate, that’s a gatekeeper. For example, if you trailer your bike to an event instead of riding it, you’re not one of us, so stay on the other side of the gate.
Depending on your particular background, the brave new world of motorcycling started with the proliferation of electronic rider aids (ABS, traction control, etc.), fuel injection, radial tires, four-stroke motors, or the first time somebody purpose-built a motorcycle instead of just strapping a tiny engine onto a bicycle. No matter when you think motorcycling jumped the shark—and therefore ended your willing purchase of anything from that point on—you’ve likely faced gatekeeping in the motorcycling world. Hopefully you recognized it for what it was and got on with your riding anyway, undeterred by the gatekeepers working studiously (and perhaps even unconsciously) to keep you out of the sport or at least making sure you knew your place in the invisible hierarchy.
Before I get into the negative aspects of gatekeeping, let’s understand one thing: Gatekeeping isn’t always a bad thing. In one of my part-time jobs, I serve as a gatekeeper, filtering out cold-calling vendors from getting the CEO directly on the phone to hawk their wares. Occasionally, these services warrant his attention, but more often they simply do not, and having to field those calls is a waste of his time. Those of us who have kids often served as gatekeepers for them, deciding what they eat, see, say, etc. in the interests of raising them in the most healthful fashion we can surmise. We can gatekeep for our parents in their later years, protecting them from predatory people, companies, or organizations intent on draining their retirement accounts.
Gatekeeping in the motorcycle world might look like a lot of things. It could be unwavering brand fanaticism, a love of a marque that goes beyond loyalty or advocating the benefits of a particular brand. Think of the social media poster above who implied no “real biker” would ever let Amtrak get involved in their vacation. That gatekeeping took the form of brand fanaticism. The fact is this: Every brand, every marque, every model has its pros and cons, its promoters and its detractors. What
This trailered R 1250 RT–bound for a long weekend jaunt to the MOA Getaway at Fontana Dam–belongs to our immediate past president, Reece Mullins, and was posted to Facebook by his wife Rhonda. A slew of comments followed, including my favorite: “That’s no way to treat a bike.” As it turns out, Rhonda doesn’t care for riding long distances on the back of a motorcycle, and instead of running gas through two vehicles to go the 415 miles–including who knows how long sitting in traffic through Atlanta–they chose to trailer Reece’s RT. Yet some chose to castigate Reece, a hardcore rider if there ever was one, for the decision.
should determine which bike you get is your experience, your desires, your research, your efforts and your pocketbook, but when you start with the feeling you can’t buy a Harley or a Yamaha or a KTM because your BMW friends will shun you, you’re experiencing the effects of gatekeeping.
When you hammer the use of all the gear, all the time (ATGATT) to the point nobody wants to ride with you, you’re likely experiencing the effects of gatekeeping. We can all agree that proper gear saves lives and prevents lengthy, expensive hospital stays, but we can also understand that sometimes it’s not the message you deliver that’s the problem, it’s the way you’re delivering it.
Any time you say a “real biker” would or wouldn’t do this or that, you’re gatekeeping, and possibly perpetuating gatekeeping you experienced yourself. By denying the depth and breadth of the motorcycling experience, you’re likely discouraging somebody else from riding with you, riding with people like you, and maybe even from riding a motorcycle at all.
None of this is to say you can’t actually learn something from that annoying person who starts every piece of advice with, “You know what you ought to do is…” After all, those people are sometimes right! Try out these two possibilities in a common motorcycling gatekeeper situation.
Conversation 1
Rider 1: I’m sad the weather’s gotten so cold. Did you hear it’s supposed to snow on Friday? I guess I’ll have to put my bike in the garage until April.
Rider 2: Wow. You’re such a wimp! Get some heated gloves and man up—real bikers ride year-round!
Conversation 2
Rider 1: I’m sad the weather’s gotten so cold. Did you hear it’s supposed to snow on Friday? I guess I’ll have to put my bike in the garage until April.
Rider 2: Hey, if you’re going to do that, I recommend you use a battery tender. That way when April comes, you won’t have to replace a dead battery. Also, have you thought about heated gear? That can help extend your riding season.
I’m pretty sure which of those conversations you’d rather be a participant in, and it’s not the one with the person calling you names and insinuating you’re somehow not allowed to ride at all if you don’t ride the way they think you should.
It might be odd for you to think about, but it’s pretty easy to avoid engaging in gatekeeping. First and foremost, stop offering unsolicited criticism, especially to new or inexperienced riders. Instead of starting your statement with, “You know what you’re doing wrong?”, start it with, “I have a hint/tip/trick that might help you navigate that a little easier.”
Second, recognize that everybody who wants to ride has a place in the motorcycling world. It doesn’t matter how they started riding, what their bike is, or what helmet they wear, and it especially doesn’t matter what gender, race, creed, color or sexual orientation they are. Every rider is one of us, and we are every rider.
Finally, understand that gatekeeping is an inherently exclusionary tactic, and the more people we exclude from motorcycling, the faster our sport is going to wither and die. We need more riders to join us and using gatekeeping to discourage people from joining us diminishes us all, instead of growing our numbers and expanding our visibility on the roads.
By the way, if you’re interested…amtrak.com/autotrain.
Wes Fleming discovered BMWs in 2001 and has been riding trendy, not-so-trendy and sidecar-equipped motorrads ever since.
In addition to his content creation and editing duties, he functions as a freelance guitar consultant and history professor. When he’s not pacing around his empty nest, he’s out looking for a great deal on a used motorcycle or a vintage guitar.
Greetings from BMW
Motorcycle
Paradise in Jessup, MD!
A quick note of thanks to all the volunteers who worked tirelessly to put together an unforgettable 2024 BMW MOA National Rally in Redmond, OR! And a huge shout out to the thousands of riders that came from near and far, for your support and enthusiasm of the BMW brand.
I attended my first BMW MOA National Rally in 1978 in Rutland, VT, my first MOA National as a parts vendor in 1981 at Hurricane Mills, TN, and then representing Bob’s Used Parts which I started in late 1981, in 1984 in Missoula, MT. It has been a great roller-coaster ride ever since thanks to all of you. Today, as an authorized BMW dealer for over 34 years and major sponsor of the BMW MOA National Rally every year, I am honored to attend, had a great time riding the region, and to be in a position to support the rally in so many fun ways. To wrap it up, this year we….
• Greeted riders personally on Friday and Saturday mornings, pouring as many cups of coffee as humanly possible!
• Got to share stories and knowledge and even opinions with all those who attended one of my two seminars.
• Received great feedback about the Volunteer Dinner that sadly I was unable to attend but Bob’s happily sponsored!
• Helped Ted Moyer give away many special door prizes to first time Rally attendees each night from the main stage!
• Had a fabulous time catching with old friends, long time customers and meeting countless new BMW enthusiasts.
• PersonallyparticipatedinthisannualBMWMOAgatheringfor what my records indicate is the 44th time.
Each year brings new memories for me, and my hope is your 2024 Rally memories include Bob’s Motorcycles!
No matter where you are in the world, bobsmotorcycles.com is here for all your motorcycling needs.
Bobsmotorcycles.com offers riders a convenient, easy, and newly revamped online resource to shop all your favorite motorcycle brands like BMW, Touratech, Wunderlich, Schuberth, Ilium Works, and many, many more.
Whether you were at the rally or not, you can SAVE 15% OFF all purchases* at bobsmotorcycles.com thru July 31 at midnight (EST) with promo code RALLY2024 plus get free shipping on orders over $99*
Please ride in and visit Bob’s before next year’s MOA National - the coffee is always fresh and hot, the restrooms spotlessly clean, and the team’s hospitality is second to no other dealer!
Sincerely, Bob Henig
Owner, Rider & Enthusiast
Bob’s Used Parts, Inc., Bob’s BMW, Bob’s Ducati, Bob’s Motorcycles, Bob’s Vintage BMW Motorcycle Museum
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Getting to know the BMW F900GS
By Paul Guillien #179473
Photography by Kevin Wing
I’ll never forget my first ride on the F 800 GS. I was coming off of a G 650 X Cross Challenge and was blown away with the parallel twin middleweight bike. I went on to ride it on several Backcountry Discovery Routes and all over the western states. It could carry the weight for extended adventures, felt good on-pavement and off-road and it had an impressive fuel range. Where it came up short was in the power department, especially when trying to pass cars at highway speeds. The suspension was also a bit soft for me, and the brakes were lackluster.
Fast forward a decade, and I was excited about the arrival of the F 850 GS because BMW had given the bike more power, better brakes, and improved suspension. I rode the F 850 GS on the Northeast BDR, and my only complaint was that the bike felt top heavy in difficult terrain. The honeymoon was short lived because the following year I rode the KTM 790 Adventure R on the Wyoming BDR, and that bike won my heart with its exciting power and great handling. It was relatively light weight and had a lower center of gravity. That bike quickly became a market leader.
BMW helped carve out the middle-weight ADV category and was the primary player in it for a decade. In recent years, however, they have been losing market share in this category, dropping from 30% in 2019 to an average of only 16% over the last three years. Although the category has grown in recent years, BMW’s sales of its F 850 GS had dwindled to an embarrassing level for one of the top makers of ADV bikes.
After riding the F 900 GS, it’s clear that BMW is serious about regaining prominence in this category. It’s also evident that they know who the competition is because this bike
stacks up very well against the KTM 890. The increased power, reduced weight, and clear prioritization of off-road performance have brought the BMW middle-weight much closer to the orange alternative. They’ve also priced it nearly identically to the KTM competitor.
Losing Weight
The most important achievement on the F 900 GS is the weight reduction. It’s no easy task to shave 22 pounds out of a motorcycle, but impressively, the engineers at Motorrad have done it.
Even more importantly, most of these reductions have come from real estate above the knees which has significantly lowered the center of gravity and dramatically improved the handling of this bike when off road. It feels downright nimble compared to its predecessor; especially when the trail gets tough. The F 900 GS really shines on the technical terrain. The designers achieved this great result by shaving weight out of several places. The most significant weight reductions came from the following components: Fuel tank -9.9 lbs, rear subframe -5.2 lbs, Exhaust can/muffler -3.7 lbs, Battery -2.2 lbs, Headlight -1.3 lbs.
What's in a name
BMW has a history of recycling bike names which can be confusing. In this case, the F 900 GS replaces the F 850 GS and the (new) F 800 GS replaces the F 750 GS. So, there are old F 800 GS motorcycles which are the predecessor to the current F 900 GS and there are new F 800 GS models that are the latest version of the entry level parallel twin that has previously been known as the F 650/F 700/F 750 GS.
power and sound
BMW punched up the power to match the competition. This new engine generates 105 horsepower, an increase of 15 hp, and delivers an additional 5.6 foot-pounds of torque bringing the total to 68.6. The engine is still a parallel twin, but BMW made a number of changes to boost the performance. They increased the displacement from 853 to 895 cc by enlarging the cylinder bore by two millimeters to 86 mm while retaining the same 77 mm stroke. The cylinder heads are an updated design, and the cast pistons have been replaced with forged pistons. Compression has increased to 13.1 to 1 from 12.7 to 1, and the motor features a 90-degree offset crankshaft with a 270/450-degree firing order, delivering a sound reminiscent of a V-Twin engine. If you ride by your buddy’s campsite in the dark, they might just think you are on a KTM. The powerplant feels smooth and has surprisingly little vibration thanks to the two counterweight shafts.
off - road orientation
I like the improvements BMW has made to the ergonomics for off-road riding. For starters, they have raised the height of the handlebars by 0.6 inches on the standard models and have an option to increase an additional 0.9 inches via the Enduro Package Pro. The foot pegs are now 0.8 inches lower. These ergonomic changes make it more comfortable to ride in the standing position when you venture beyond the pavement.
The bike also comes standard with an adjustable shift lever with two different lengths to accommodate larger dirt-style boots and two height settings to accommodate desired
ergonomics for off-road riding or street touring.
The brake pedal is located 0.2 inches higher than the previous model and is equipped with a flip down riser that can be engaged to add 0.8 inches, making it easier to reach the pedal when standing.
The redesigned fuel tank has allowed a slimmer and more ergonomic shape for the rider, improving the comfort and control of the bike when standing. The rear subframe has also been simplified and narrowed for less weight and a more sporty look.
suspension
Continuing their march toward improved off-road performance, the engineers at BMW have given the F 900 GS an additional inch of travel in the front fork for a total of 9 inches. The F 900 GS Adventure and the (new) F 800 GS remain the same as before at 9 and 6.7 inches respectively. Both the F 900 GS and F 900 GS Adventure have new, fully-adjustable 43 mm Showa upside-down forks. The (new) F 800 GS uses a 41 mm conventional front fork. The rear shocks have the same travel as prior versions at 8.5 inches for the F 900 GS and GSA, and 6.7 inches for the F 800 GS. There is an ESA version of suspension available for the (new) F 800 GS and the F 900 GS Adventure, but not for the F 900 GS. My guess is they dropped it for weight savings.
suspension upgrade in the enduro package pro
I had the pleasure of riding a Trophy Edition F 900 GS equipped with the Enduro Package Pro which includes the upgraded Sport Suspension. This includes premium 45mm fully-adjustable gold Showa forks with fully adjustable preload, rebound, and compression damping. The forks, which are 2mm larger diameter than the standard, are more rigid, which improves performance. They also are equipped with a titanium nitride coating to reduce stiction, which improves damping performance and is more resistant to damage. This is the first time BMW has ever offered a titanium nitride coating, and they did so in a dark blue color which looks completely trick. Out back is a NZ Sachs shock with remote reservoir that BMW says offers a 25% wider adjustment range and 20% more damping. This wider range is intended to provide significantly better bottoming protection and improved temperature stability. Riding the standard suspension back-to-back with this upgraded suspension was a night and day difference. Another journalist commented that it was totally worth the $1,500 upgrade cost. I was able to adjust the clickers on the fork, without tools to ease the sting from the embedded rocks in
one section. The forks were compliant and very fun to ride on more technical terrain. I was also impressed with the performance of the shock. Spring pre-load, high-speed compression, and rebound damping can be adjusted without tools, and the low-speed compression can be adjusted with a small standard screwdriver. Rumors were circulating that some of the dealers who had ridden both versions of suspension decided they wanted to only offer bikes equipped with the sport suspension to their customers. It’s that big of a difference!
The Enduro Package Pro also comes with an upgraded M Endurance chain and black tubular bars with forged aluminum bar risers.
Model Overview
BMW has three main variations for their new middleweight offering. The engine is the same between all three models, but the power, which is controlled by the ECU, is lower in the F 800 GS version.
The F 800 GS has 87 hp, a wet weight of 500 pounds, comes equipped with a four-gallon tank, and is available with seat heights of 30 to 33 inches. Cast wheels only. MSRP is $10,495 plus $695 destination charge. Upgrades include the $1,750 Premium Package.
The F 900 GS has 105 hp, a wet weight of 482 lbs, and is equipped with a 3.8-gallon tank. Available in seat heights of 32 to 35 inches. Styles: Black Storm Metalic, Sao Paulo Yellow and GS Trophy White with Blue and Red. MSRP: $13,495 plus $695 destination charge. Upgrades include the Premium Package ($1,750), Off Road Package ($2,500) and Enduro Package Pro ($1,495).
The F 900 GS Adventure has 105 hp, a wet weight of 542 lbs, and is equipped with a six-gallon tank. It is available in seat heights of 32 to 35 inches. Styles: Black Storm Metalic, White Aluminum Metalic Matte. MSRP is $14,195 plus $695 destination charge. Upgrade to the Premium Package for $2,695.
creature comforts and technology
The F 800 GS, F 900 GS, and GSA come standard with heated grips and ride modes for Rain and Road, plus ABS Brakes Pro and Dynamic Traction Control (DTC). Cruise Control and Gear Shift Assist Pro are optional on all models. The F 900 GS and GSA models can be equipped with Riding Modes Pro, which includes Dynamic, Enduro, and Enduro Pro. This upgrade also includes new Engine Drag Torque Control technology, which manages engine braking to improve rear wheel traction when slowing. All models feature a 6.5-inch color TFT display which is linked to the multi-controller wheel on the left handlebar. The TFT also integrates with a smart phone and communication system via Bluetooth without requiring an app; however, the BMW Motorrad Connected app can be used to provide convenient navigation on the TFT display.
An eCall system is also available, which activates the rescue chain via the BMW Call Center after being manually or automatically activated in the event of an accident or emergency.
conclusion
The F 900 GS is a far better bike than its predecessor. The power hits fast and makes an exciting sound that is sure to arouse the senses. It has better brakes and suspension to manage the bike and is sure to paste a smile on the rider’s face. My only concern is whether the 3.8 gallons of gas will provide enough fuel range for this 105 hp engine. All things considered, this bike is very fun to ride and a big step in the right direction.
I love the more athletic look with the shorter beak, slimmer fuel tank, and close fitting side panels up front. It has more of a rally bike look and less of a touring bike vibe. The Akropovič sport exhaust is a nice touch and reinforces the performance look and sound of this bike. The form factor reinforces the off-road performance DNA of this adventure machine. I can’t wait to ride it on the next BDR filming trip.
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, Paul ended up in the motorcycle industry and currently serves as CEO at Touratech-USA. He’s also a co-founder of the nonprofit 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 in the mountains competing in trail running ultra-marathons.
“Just remember, you’re not alone here.” I never know what to say to that. I am actually alone in my head, and that’s where 90 plus percent of my problems are.”
~ Martha Wells, Network Effect
Finding Meaning on the Road
BY DUSTIN SILVEY #224778
What is the meaning of life?
Wow, that’s a big question to start this story with. As someone who suffers from depression and anxiety, I often find myself lost in this idea but on a smaller level. What is the point of my job? What is the point of owning my house? And sometimes, when planning a trip, I wonder what is the point of this adventure? Is it just to get away? Is it to find something I am missing? Is it to build on my connection with Janel? What do we get out of these trips?
I have been lucky enough to travel all over the world for the past 20 years, visiting more than 75
countries. Most of my experiences have been incredible, and I have grown through my travels. But every time I plan a trip, my mental health injuries like to pull me back and say, “You have already seen so much. What could be left?” I always have to motivate myself to get out there and experience more.
Recently, Janel and I were reminiscing about our cross-Canada motorcycle trip, and she said, “I never felt so free in my life as I did when we were on that trip. I wasn’t worried about what Monday would bring; there was no Monday.”
She was right. We were just out there on our own, living our lives. We did have a schedule, and since we weren’t working, we were on a budget, but there was no real pressure to be on our game all the time. After Labrador, all the stress of the dodgy roads was gone, and we got into sync with the travels: we woke up when we felt it was time to hit the road, the weather drastically improved, we upped our restaurant game, and bike repairs and maintenance were as simple as brushing our teeth.
On the day we left Argyle, Nova Scotia, the fog was still as thick as it had been when we arrived two days earlier. While meandering the Nova Scotia coastline, we were disappointed the view wasn’t better but happy that rain wasn’t pouring down on us. After an hour of riding, we pulled into the small city of Yarmouth to grab a nice breakfast. As always, Janel selected a fantastic place to grab an inexpensive meal–The Shanty Café–where we each enjoyed a simple meal. That would keep us warm while riding in the fog as we headed north toward Prince Edward Island. After breakfast, we hopped onto the bikes parked next to
the ocean, and I looked over at Janel and realized how content I was. We knew where we were headed, but what adventure waited for us? It was the unknown, and it was exciting.
Lost in these thoughts of Janel and our time together, I went to pull out of the parking lot and almost got smoked by a truck I didn’t see (100% my fault). Janel’s shouts of “Watch what you are doing!” pulled me out of my reverie. I needed to remember that I was still riding a motorcycle on the road and should spend more time paying attention and less time romanticizing our trip.
Several hours later, with the sun blazing in the sky and the fog long gone, we arrived at Confederation Bridge. The eight-mile-long bridge opened in 1997 and connects the small island province of Prince Edward Island to the rest of Canada. It is a major tourist destination, but for some reason, it was quiet as we crossed it. Janel was worried about strong winds blowing us around on the bridge. The weather, however, was relatively calm, and as we hit the 60-metre-high point of the bridge, we could enjoy the
Confederation bridge.
view of Prince Edward Island. An eight-mile journey isn’t that far, but as we rode off the bridge, we instantly noticed a change in the landscape: the rugged brown sand of the mainland changed to an iron-rich red; grass fields instead of forests appeared, and small rolling hills disappeared into the horizon. We also noticed a Cows ice cream shop, which is the best ice cream in Canada. So, yes, we stopped.
With ice cream bouncing in our bellies, we headed northwest. The traffic on the island was almost nil compared to the highways of Nova Scotia, and the backroads in Prince Edward Island were a pleasure to ride. Narrow, seal-coated pavement with red sand ditches that stuck tight to the roads held fantastic twists and turns that upped our enthusiasm as we headed to the Lookout Inn in New Glasgow, close to Cavendish Beach. Pulling into accommodations for the next two nights was like returning home. The owners were excited we had arrived and had many questions about our trip. They offered us some tips about the region and then set me up with soap and a hose so I could clean all the grit off our motorcycles (that red dirt sticks!). We settled into our room and prepped to explore the area the next day. Cavendish Beach and the area is famous among visitors to Price Edward Island. We all know what “famous” place means: tons of people. If you have been following these stories over the past two years, you will know Janel and I are not fans of crowds of people. We did a short tour of Cavendish Beach but then took some back roads around Price Edward Island. We took an alternate route and cut south across the island to visit Victoria by the Sea. Another relatively popular spot among tourists, Victoria is a historical sea coast village with the vibe of an old fishing town rejuvenated by tourism. Although busy, it was easy to find a place to park the bikes, and we set out to explore the village. After enjoying some handmade chocolate we picked up in a local shop, we headed to the Landmark Oyster House for lunch (Always have your dessert first in case you choke on your dinner, as a good friend of mine likes to say).
Even after all the lobster I had eaten since hitting the East Coast, I was told we had to try the lobster roll. I won’t lie; it was the best lobster roll I have ever had. It was moist and had great flavor. We also ordered crabcakes, and I am drooling just thinking about them. After another dessert so full of sugar that I knew I wouldn’t be able to taste anything else that day, we headed back to the Lookout Inn to relax and enjoy the late afternoon.
We didn’t know what we were in for when we came to the Landmark Oyster House on a recommendation. However, we first noticed the great service as we were kindly greeted, seated next to a window with a beautiful view of the town and harbor, and offered a drink. The restaurant has been built in an old fisherman’s home and has all the character of any coastal home built over 100 years ago: creaky wood floors, large doors, and a high wooden ceiling that allows sound to echo. It felt like we were eating at a friend’s house.
With two days at the Lookout Inn in the bag, we packed up and drove to Charlottetown, the capital of Prince Edward Island. We had met a couple on the island of Newfoundland who were two up on their KTM riding across Canada, and as luck would have it, they were in Charlottetown for a few days. As rider comradery is strong on cross-country adventures, we kept in touch and decided to meet for an afternoon of ice cream and conversation. This was the third time we had run into the couple since meeting in Newfoundland, and each time we spent more time getting to know one another. The husband and I enjoyed our ice cream, and he told me how nice it was to chat with someone other than his wife occasionally. This surprised me; I never get tired of talking to Janel. I know we argue sometimes, but I never get to a point where I don’t want to trade stories with her. Maybe she does tire of me, I don’t know. I guess you will have to wait for her to publish a story titled, “Why won’t Dustin shut up on his Cardo!” Until then, you will have to trust my word on this one. Although the couple was cheerful and happy, they still got tired of each other’s little nuances. This re-solidified my belief that I am lucky to have found Janel; we just “click.”
Chocolate in Victoria.
After a fantastic day with our fellow riding couple, Janel and I rode out to Rock Barra on the shores of northeastern Prince Edward Island. This is the place for me. There was almost no traffic, the roads were smooth, and people were very friendly, waving and letting us pass whenever they were going slow. Janel would agree; however, the last mile into our next stop, the Johnson Shore Inn, was an extremely slick dirt road. We had been warned that the dirt roads in Prince Edward Island are made from soil that becomes very slick when wet. The night before we arrived, there had been a lot of rain in the area, and the road was like riding on ice. I asked Janel if she wanted me to ride my bike to the Inn and then come back and get her. She responded, “I rode Route 389 in Quebec and Labrador; I can handle this.” With that, I shut up and worried about not dropping my fully loaded bike. With only a few slips here and there, Janel and I made it to the far end of the road. As we came out from under the tree canopy, we were welcomed by a beautiful ocean view and a nice cooling breeze. The Johnson Shore Inn sat alone on an outcropping that jutted into the ocean. With dusk on the horizon, the sun was low, and the light reflected off the inn and ocean, which made me feel warm and welcome. After parking the bikes and unloading, I looked up at Janel and saw her face was a bloody mess! She was bleeding from above her left eye, under her nose, her lower lip and her face was starting to swell. I asked with concern in my voice: “What happened!?”
“It’s the bugs! They are attacking my face!” She shouted back as she grabbed a set of bags and ran into the Inn.
Arriving here just before dusk was amazing for the views, but it also meant the bugs were coming out in full force. Little black flies swarmed me as I reached into my pannier and grabbed a can of bug spray, dousing any part of my body exposed to the little bastards. I told Janel to stay inside and try to get settled while I would bring the rest of the gear in. My shield of DEET kept the hungry bugs at bay, and I could get our stuff in without a bloody face.
Once we were showered and had iced Janel’s face, we came downstairs and were welcomed with a glass of wine and a snuggle from Jonesy, the resident pooch. After the wine and a few good belly rubs (for Jonesy, not me), we enjoyed the view from the dining room and were served a delicious dinner. Before the sunset, Janel and I took Jonesy out for a walk around the grounds. I watched Janel wander around the outcropping and thought I was at peace. We were in a lovely place with lovely people, had all we needed between our four panniers, and were traveling across Canada. What more could we ask for in life?
I would love to say I figured out the meaning of life at that exact moment, but I am sorry to say I did not. For everyone, there is something different we all want or need out of our lives. But for Janel and I, leaving all our responsibilities for an extended period opened our eyes to another way of life. Maybe we changed a bit for the better from the kindness we had received from the locals, or it could have been from the trials and tribulations we had experienced on the ride so far, or possibly we didn’t change at all but were just a tad bit more experienced. Who knows which of these are true, but I know that even a short trip can influence how you think about life.
As I sit here working on our plan for the MOA National Rally in Redmond, I realize that yes, though this would only be a two-week adventure as opposed to our previous ride of four months, our time together without the pressures of jobs or home life is what we need to really think about what is important. And just maybe, we will get a little closer to the meaning of life.
Above, Dustin and Jonesy. Opposite, PEI cliffs.jpg
THINGS TO DO AND PLACES TO STAY IN PRINCE EDWARD ISLAND
Lookout Inn: Exploring Cavendish and the west central area of PEI is a must, even with the crowds (there are crowds, for a reason). On this side of PEI, there was no better place to stay than the Lookout Inn (lookoutinn.ca). With a ridiculous number of choices for breakfast options (seriously, go check out their menu), their slightly off-the-beaten-path location, and the quiet and comfortable rooms, you just can’t beat this place. Room prices range from US $118 to $140 and include breakfast.
Landmark Oyster House: With delicious food, a great location, and an amazing atmosphere, this is a no-brainer. The Landmark Oyster House (landmarkoysterhouse.com) is the perfect place to grab a meal while exploring Victoria by the Sea and the area. Mains range from US $17 to $30. But get the lobster roll, trust me.
Johnson Shore Inn: Wow. That is all I can say about the Johnson Shore Inn (jsipei.com). From the location’s beauty, the rooms’ comfort, and the amazing meals cooked each night, this place is just “Wow!” The road can be tricky, and some people tow their bikes in, but if Janel and I can do it, so can you! Make sure to spend some time in this area of PEI, as real locals are there for the culture they love. Room rates range from US $150 to $200 per night.
Explore: PEI is a beautiful place that needs to be explored. Of course, check out the tourist traps, but remember, you are on a motorcycle for a reason: to EXPLORE! Get out there, see things most people don’t, hit some twisty roads, and enjoy some random beaches. You will be glad you did.
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.
Chasing
By Kevin Dowell #234186
While texting with my sister, I learned an upcoming geomagnetic storm meant the northern lights would be visible near my Colorado home, and the 11 p.m. to 3 a.m. window offered enough time to get away from the city. The farther north I could travel, the better the expected viewing. It was Friday night, and with nothing important for me to do on Saturday, I could sleep part of the day away to recover from being up all night. Friday had already been a long day, so I set my alarm for 10 p.m. to get a couple hours of sleep before departing.
Like many people, seeing the northern lights has been on my to-do list. If I had known earlier, I would have snuck out of work by 2 p.m., ridden north with the wheel pointed north, and traveled as far as I could. Unfortunately, that wasn’t in the cards, and I would have to settle for just getting into the viewing area and out of the light pollution.
To prepare for my ride, I dressed for the low 40s temperature, put an extra mid-layer in my case and headed out. Before riding by the last gas station between me and the highway on-ramp, I did some quick mental math and estimated I had enough range with the fuel left in my tank to make the run from Denver to Cheyenne.
Always ahead of me, a glow on the horizon indicated I needed to keep going as the light pollution would limit the viewing experience. The thermal nuclear whisper was reaching out to me from millions of miles away at unimaginable speeds, a siren’s song calling me to a rendezvous. I only needed to reach out far enough.
My high beam, pointing north, announced my intent. I wished I could surf the leading edge of the beam. At the speed of light, just for an instant, I might travel far enough. I was tempted, as is the way under the influence of the siren’s song, to use the remaining 5,000 rpm of power at my disposal. I know local jurisdictions and State Patrol are out on a Friday night, and I couldn’t afford the delay of a traffic stop. Reluctantly, I kept the speedometer needle just under the posted speed limit. I even did something I rarely
do–I engaged cruise control as my declaration of restraint over desire. The race was on. Could I escape the light pollution of the cities and towns before the dancing lights ended?
I rolled past Fort Collins and still the glow on the horizon indicated miles to go. It has been a long time since I have been up that highway at night. I know the area had grown since I lived there but didn’t think it had grown that much. Maybe the advancement in lighting technology meant more light pollution from the existing lights and not necessarily that many more lights. I recognized the irony of lights limiting the viewing of lights.
My mental math was correct. The trip meter had already clicked past the maximum I like to push my range when my headlight gleamed off a sign along the road–Gas 1 Mile. Time to fill the bike's tank and empty mine. I wondered how far I would have to go before escaping the light pollution always ahead of me on the horizon. I clicked the kill switch off and set the bike on the stand as the fuel light illuminated.
Fueled and ready to run again, I moved to a parking spot in front of the store. I grabbed my spare layer, went in, and ordered a small cup of coffee while I did some more mental calculations over how much farther north I could travel within the window remaining. I don’t know if it was the wind from the north or the humidity, but the ride had been a bit brisker than the ambient temperature would have indicated.
Inside the store, I could overhear people talking and saying it was about 20 miles further north heading either east or west, to get away from the highway lights and to where the northern lights were visible. I was excited as it looked like I would make my rendezvous. Hot coffee down, additional mid layer on and wheel pointed north, my journey resumed.
It still looked like light pollution glowing on the horizon, but multiple people stated they had a good view of the lights once they got off the highway. About 30 miles out, I took an exit, turned left, then headed west away from the
highway. The road ended up heading north again, I kept looking for an intersection for an east-west road. The road curved east, back under the highway, then stubbornly continued north. Amid frustration and doubt, I wondered whether to turn around to return to the highway and try another exit further north. This road should either come to an intersection with an east west option or return to the highway. Still undecided, I rolled on northward, even more anxious. Chasing the light on the horizon, I couldn’t guess what lie ahead. A town I wasn’t familiar with? An oil field?
The road offered two options. One curved left and west underneath the highway and the other offered a return to the highway. One last try. If the road didn’t continue west, then I would head back to the highway. I could feel a sense of disappointment thinking that I might miss my rendezvous.
Ahead to the west there was still hope; the horizon was dark and the high beam reached into the night, the road extending past its reach. I was still in the viewing window, but on the back half, the lights might start to wane. If I had to get back on the highway to find another exit, I might miss it. A little further west, the horizon was dark, the northern horizon still glowing. The pavement ended at a cattle guard. The darkness and gravel encouraged me to stop my westward wander. The K 1200 GT loves the open road but is less willing on loose surfaces. Well, this would have to do. The slightly wider shoulder on the south side of the road provided a place to stop. Ignition switch off. The only light came from the glow on the horizon and the stars. I stood in the darkness looking north, wondering what populated area lay beyond the horizon.
My eyes adjusted. I realized the horizon was actually below what I had perceived to be the horizon. The sky’s glow now streaked towards me–slats of light, slightly blue, slightly green. I watched the streaks and shafts of light reach toward me, then retreat. It wasn’t until I stopped to ponder that I realized I had been chasing the northern lights the whole time, not light pollution, deceived, as is the way with sirens, by the false horizon.
A couple of pictures revealed the pinks and purples. I watched, but the waves and ripples specters shifting about never revealed themselves to the naked eye. In that moment, the solar radiation was straight, direct. I wondered if I would have seen the waves, the ripples, the meanderng ribbons if I'd stopped earlier. Making a slow 360, I took in the indigo night. It had
been a long time since I saw so many stars. Familiar constellations hung in the sky. I knew the viewing window was closing. I headed back to the highway, rolling north, chasing what was left of the lights glowing on the false horizon created as the solar storm was moving across the sky. The shafts of light reaching out towards me diminished, faded. The glow disappeared, leaving only the shaft of light from my high beam reaching into the night. It was 4 a.m. I usually get up at this time; it has been a long time since I was still up at this time. I found a 24-hour diner.
By then, even the after-closing-time bar crowd was gone, and the early up and at ‘ems were still in bed, I sat alone at the diner counter and reflected on my experience. I saw the northern lights only because I set out to see them. I saw them because I stopped to look. If I hadn’t sought the experience, I would now be asleep, rather than pondering what to have for breakfast. If I hadn’t allowed my perception to change, clinging instead to the conclusion the glow was a town just over the horizon, I would have ridden into the night never getting past a town that never existed. I would have chased after the lights with ever increasing disappointment, without knowing I had seen them. Ever chasing, never reaching, as is the way with sirens.
I enjoyed the chicken-fried steak and eggs, enjoyed the hot coffee as the slight chill on my skin receded. I will have to keep an eye out for another opportunity, hopefully one with more time to get farther north earlier in the viewing window. It was time to head home. Two hundred plus miles or so still stretched between me and sleep.
Between 1989 and 2006, Kevin rode an ’87 K 100 RS and a ‘99 Honda ST1100. Like many riders, life’s responsibilities shifted his priorities and the bikes sat. He returned to riding in June 2023 aboard a 2003 K 1200 GT and a ‘23 Moto Guzzi V-7 Special. While he holds a deep nostalgic fondness for the flying bricks, he has come to appreciate the twins. An R of some kind is in his future so he can become a proper BMW rider.
tantalized
By Jim Crum #48927
In Greek mythology, the story of Tantalus symbolizes that humanity is not wiser than the gods and any attempt to upset the balance of things will result in a terrible punishment.
On Oahu, Hawaii, a road named Tantalus is ready to deliver terrible punishment if you feel you can outsmart the gods of gravity and friction–the elements of traction. It is easy to push their limits on a road like this, with hubris, thrill-seeking and competing with others getting the best of your common sense. It’s a mistake to tempt the gods, a mistake which could leave you unable to ever ride again.
One of the joys of riding a motorcycle is riding the twisty roads. If there are beautiful views, even better. However, to survive unscathed, you need to expect the unexpected–rain, gravel, temperature changes, tourists, stopped or turning vehicles, sharp turns, broken glass–that serve as the core of a ride up Tantalus, or really, anywhere we ride.
Riders like growing and becoming more skilled by finding simple tests that allow them to know where their limits lie. Tantalus can be such a test, but it’s important to take it slowly enough to be safe. Before pushing the limits, first take a very leisurely ride along the route to become acquainted with all its twists and turns, its sometimes steep elevation, the popular
tourist turn offs, and the rough and debris-laden spots. Then do it again. And again. Do it solo and give room to others ahead of and behind you. If someone ahead is sightseeing, slow down or even pull over for a bit. If someone behind is in a hurry, find a safe spot to pull over and let them pass.
Focus on the road, your motorcycle, balance, lean, throttle, brake, and traction. Use the Motorcycle Safety Foundation (MSF) techniques to Slow (down), Look (thru the corner), Lean (the cycle) and Roll (on the throttle), all in amounts appropriate to each corner. What’s appropriate? Well, use the MSF SIPDE acronym to:
• Scan (for hazards)
• Identify (what will happen)
• Predict (how objects may move)
• Decide (the safest way to handle the situation)
• Execute (your decision) method to stay safe (LOTS more about this at msf-usa.org/wp-content)
Once you have practiced the route a few times, then you can try to pick up the pace a bit, noting changing road and traffic conditions. However, remember that a little bit of paranoia can save your life. To ride Tantalus is divine, but to stay alive to ride again, safety is tantamount.
Enjoy, but also have a healthy respect for life’s tantalizing roads and respect that they can be quite a workout for both mind and body.
As punishment for trying to trick the gods, Tantalus was made to stand in water underneath a fruit tree. When he tried to reach for the fruit, it escaped his grasp. When he bent to get a drink of water, it receded so he was unable to drink. While we are all thirsty for adventure and hungry to prove our riding mettle, don’t tempt the gods.
Jim Crum is an avid motorcyclist, an active member of the Motorcycle Owners of America, a former MSF riding coach, a farmer and a podcast editor. He has a background in psychology, accounting and data analysis, and lives on the Hāmākua coast of the Big Island of Hawaii.
MOA GETAWAY AT THE BREAKS OFFERS A TASTE OF APPALACHIAN CULTURE AND SCENERY
During the last weekend of April, riders from 19 states traveled to the heart of the Appalachian Mountains to attend the MOA “Getaway at the Breaks” in Breaks, Virginia. Those riders were rewarded with some of America’s best winding and scenic motorcycle roads in the middle of a natural spectacle.
Hosted at Breaks Interstate Park high atop the mountains along the Kentucky-Virginia border, it is an area known as the “Grand Canyon of the South” because it is the deepest gorge east of the Mississippi. Like its more famous western namesake, the gorge has been carved by the roaring Russell Fork River flowing through it.
Arriving at Chafin Lodge overlooking the river below, riders were greeted by Rides4Fun and BMW MOA staff and provided with a gift bag full of goodies, along with additional options including kayaking or an elk viewing tour while there.
Friday’s welcome reception featuring bar service and appetizers, was presented by MedJet. The social event provided time to visit with old and new riding friends. There was a brief presentation by the non-profit Backroads of Appalachia, whose mission is to help
revitalize economies in mountain communities through motorcycle tourism and other motorsports events.
Rides4Fun, along with their mapping partner REVER, gave guests three easy options for navigation during the event, including multiple street routes or an adventure route.
On Saturday morning, riders were blessed with great spring weather and headed out to enjoy Virginia’s scenic vistas and famous twisty mountain roads that traversed charming and motorcycle-friendly mountain communities.
One of the Appalachia region’s more well-known products could be found at Dueling Barrels Distillery during a lunch stop and tour in Pikeville, Kentucky. Clintwood, Virginia, is home of the Ralph Stanley Museum. Fans of Appalachian Mountain music will all tell you what a legend Mr. Stanley is and his many contributions to bluegrass music. Additionally, riders choosing the ADV route were offered a spectacular view of five states from one location after a gravel forest road visit to Birch Knob Observation Tower.
As the day wound down, riders returned to Breaks Interstate Park to enjoy more of what the event had to offer, including vendor displays and seminars.
The private bar kickstarted the social hour and later, followed by a full banquet dinner. After filling up on the area’s famous comfort food, guests had the opportunity to win more than $6,000 in door prizes.
Event co-promoter Daryl Casey and his famous “Kentucky Crew” did a wonderful job keeping the energy flowing while door prizes from Alpinestars, Aerostich, BMW MOA, BMW of Louisville, Continental, Dunlop, Diamond Cycles, DP Brakes, Helmet House, Motion Pro, National City, Ogio Luggage, Road Runner Touring & Travel Magazine, and Torch Eyewear made everyone happy.
If you missed Getaway at Breaks, next year’s event is scheduled for April 25-27, 2025. If a year is too long for you to wait, the next event hosted by Rides4Fun is the MOA Getaway at Pine Mountain on September 6-8, 2024. Visit ridesforfun.com for more information.
new bike fever
By Mark Barnes, Phd #222400
Obsession. Rumination. Insomnia. The angst of buying a motorcycle can be sweet torture. This ordeal may arrive unbidden. You don’t have to be out looking for a bike to end up smitten by some irresistible fresh face or a deal too good to ignore. Maybe you were just picking up an oil filter at the dealer, browsing online ads to pass idle time, or you noticed a For Sale sign on a machine in the grocery store parking lot. Whether you immediately shifted into hot pursuit mode or became knotted up with ambivalence, the pain set in—a mix of agonizing suspense, agitated impatience, and frantic desire that refused to dissipate, even if you “decided” yes or no in an attempt to settle down. It felt less like a choice you made, and more like the motorcycle chose you, locked on, and wouldn’t let you think about anything else. The temporary insanity that ensued combined delicious fantasies of blissful rides with gnawing fear/guilt about financial overextension, or at least dread of enduring the fitful days or weeks between the immediate present and consummation of the purchase.
If this sounds familiar, welcome to the club! Given the fact motorcycling is a passion-driven activity for most of us, it’s no shock we churn violently at the prospect of acquiring a new bike (“new” here will mean new to us, not necessarily new off the showroom floor). These are intensely emotional events, barely—if at all—tempered by rational thought. That doesn’t mean rationalizations are absent; in fact, they may be rampant!
Reviewing these after the fact can be quite amusing: “Sure, I can afford this bike. I’ll simply sell my old one.” We’re able to say this in all seriousness, completely ignoring the fact selling that old one won’t be at all simple because it’s not particularly desirable, especially at the outrageous price we’d have to charge to significantly offset the new ones cost. It’s not that we don’t know better. In a less heated moment, we could estimate our old bike’s worth realistically. We just ignore inconvenient facts out of expediency.
Then there’s the relentless, all-consuming distraction. The new motorcycle haunts our sleep and hovers before our open eyes, beckoning, promising ecstatic, unprecedented riding experiences. Again, we undoubtedly know better. In all likelihood, we’ve been around this block before, perhaps many, many times. It can seem like we’ve finally found “The One,” the bike we’ll keep forever, the answer to all our riding requirements and aspirations. Perpetual joy awaits! We need only claim it for our own. How can you put a price tag on such boundless pleasure?
We adopt a heroically determined stance: nothing will keep us from our beloved! Reservations are summarily dismissed with the most ridiculous arguments. Who cares about retirement savings when the coolest forged wheels on the planet are at stake? Didn’t you see those gorgeous graphics on the TFT display?? You can’t possibly live without them. Your life would be bleak and miserable forevermore. Don’t throw your future away. Do whatever it takes. There will never be another opportunity like this again—ever!
Of course, after a while the fever breaks. We may truly relish rides on the new machine and be glad we bought it, but its flaws have become apparent. Alas, perfection proves illusory again. There are always problematic details that contaminate the idyllic purity of our original vision. Maybe we make modifications to fix the disappointing bits or we learn to live with them. In any event, the exquisite becomes mundane and what had seemed like the be-all, end-all of motorcycling is now “merely” a very good bike—or not.
Perhaps we’ve also done much worse than settle into a pleasantly relaxed appreciation of the bike for which we initially burned. After expending superhuman effort and emptying our coffers, the motorcycle of our dreams turned out to be the stuff of nightmares. We discovered the hidden evidence of its previous owner’s neglect, abuse, or mechanical incompetence. Or we learned the kind of riding we’d imagined doing (That could be me in the press photo!) isn’t as fun or readily executed as we thought. A bike’s appeal can not only fade but reverse for many reasons, leaving us to contend with buyer’s remorse, and possibly a terrible financial loss. We whip ourselves and vow to never act so foolishly again, even if we couldn’t possibly have possessed the information required for better foresight. And yet here we are again, salivating over another motorcycle bursting with promise and rendering our prior regrets moot; this one will be different, without a doubt.
Motorcycles are often considered sexy. There are plenty of reasons the machines might be thought of that way, but what about our emotional involvement with them? Isn’t there something romantic, or even plainly lustful, about our relations? If you went back through the previous text and substituted the word “lover” for each bike reference, you wouldn’t have to change much else in the wording to make it all fit. A lot of overlap exists between the infatuation we feel for an exciting new love interest and the phenomenon of New Bike Fever.
In both situations, we are monomaniacal, unreasonable, and extraordinarily energized. To an outside observer (or to us at another time), this is an obviously perilous combination, but we experience it as an unquestionable imperative with life-changing consequences. Our happiness and contentment are on the line, with no alternative means of securing them. All other matters feel tedious and annoying. Critical judgment is absent in some ways, yet also sharply focused on solving the problem of acquisition. The object of our desire is surrounded by an aura of intoxicating allure, conjuring hallucinatory images we half-recognize as absurd, but nevertheless find overwhelmingly compelling. We readily give ourselves over to the frenzied trance. Careful deliberation is out of the question, made impossible by the prompt invasion of illogical justifications. The only relief is surrender. Even then, the yearning persists. So we buy the motorcycle or successfully woo the new lover, now we can’t bear to be apart! Life elsewhere demands our attention, and we’re obliged to go through the motions, but we’re ready to crawl out of our skin to return to what feels transcendently important. We splurge on lavish gifts or premium farkles, we sneak peeks at photos while at work, we stare starry-eyed across the dinner table or garage. In their presence, we soar through the clouds. In their absence, we ache mightily, incessantly. Friends and family tire of our relentless fixation.
Novelty, by definition, is a time-limited feature. And we actually don’t have limitless reserves of energy for this kind of concentrated investment. Mysteries are revealed, and infatuation exhausts itself. Clarity of thought returns. We must contend with reality and its disappointments. Perhaps the lifting fog reveals additional assets unrecognized at the start. These may be even more valuable than what falls away with the advent of sober assessment. Indeed, in our relationships with machines or people there is ideally an unending process of discovery. What more do they have to teach us about themselves, ourselves, and what’s possible with some work? Is there more here than we realized, or is this it? If the latter, is it enough?
In the case of a motorcycle, the difference between a wild fling and a lasting partnership often hinges on our openness, perseverance, and humility, much the same as in romance. Yes, there are aspects of any bike we eventually deem imperfect. Is that cause for replacement? Maybe, but we might also find ways of adapting that allow us to hold onto the good stuff, which a successor might lack. Are there aftermarket parts or
modifications that could remedy my dissatisfaction and expand my wrenching repertoire? What if my dissatisfaction could be readily addressed with some skill development on my part, instead of me insisting the motorcycle should make up for all my shortcomings? Maybe I’m the one in need of enhancement. Or maybe this bike is truly unsuitable for Riding Style X, but it introduces me to Riding Style Y, which I hadn’t considered before and now find intriguing. Trade-offs, compromises, unexpected growth—these are all components of sustained connections, regardless of the target of our affection or frustration. Can couples married for many decades retain a spark? Yes, if they’re able to keep revisiting the frontier of their knowledge of one another. There, where there’s always more to discover, lies an inexhaustible reservoir of novelty. But many never exercise the curiosity and vulnerability necessary to keep the relationship fresh after the newness wears off. Oddly enough, the same principle can apply with our motorcycles.
Unsurprisingly, I’m writing about New Bike Fever because I just went through it for the umpteenth time myself. Despite several dozen examples in my own history, I just can’t turn it off. I’m now able to bargain more shrewdly than in the past, but I don’t know if I could really walk away, were my offers rejected. I can now remind myself repeatedly that these urges, no matter how powerful, will eventually subside if I resist temptation. That’s a proven fact I’ve experienced firsthand; feelings are not facts, after all. But do I actually make use of this insight? Rarely. For a while, I might be able to enjoy the titillation without taking it so seriously. And I’m probably now able to seek—and take—advice from a fellow rider I trust as knowledgeable, straightforward and sympathetic to my plight. But I mainly consult those who’ll always prod me to go for it. I know it’s crazy, but New Bike Fever remains a reliably exhilarating and excruciating affliction, each and every time I buy a motorcycle. At least this time I’ve finally bought the most absolutely and completely perfect motorcycle ever made…
Really. I mean it!
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.
RIDE
We take military veterans and first responders on 5-day adventures on some of the most scenic, twisty two-lane roads in the country, then we get off the beaten path on dirt-packed, forest roads.
GET UNSTUCK
We learn about mindfulness, gratitude, serving yourself through serving others, moral injury, resistance, and PTSD. APPLY TODAY!
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.
“It’s a great pleasure to be a part of the BMW MOA community! I started riding again after many years (decades actually) and I have rediscovered the joy and peace of being in the backcountry on my motorcycle...or anywhere on my motorcycle, for that matter.
Whether I’m riding to work, day riding or on a cross-country excursion, I love my time in the saddle of my BMW. Pure joy! It’s been said a hundred different ways but “roads were made for journeys, not destinations.
Or more simply put, just get on your bike and go. Good advice. To all my fellow travelers, keep two wheels down.”
– Bob Williams #236324
“I first rode on a motorcycle on the back of my dads bike growing up, but didn’t get my own until 2021–kind of late at 43. I immediately fell in love with the cliche “Freedom” that being on a bike gives you. The feel of the open road and just being a part of everything around you that only a motorcycle can give you.
I purchased my 2023 R 1250 GSA and love everything about it. I am planning on taking many road trips with my dad. I will be going on my first motorcycle adventure to Alaska this summer. My son and daughter are both starting to drive and have been excited about getting bikes and going on trips as a family.”
– Sean Steele #236423
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NEW MEMBERS
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Dolomites
I’ve enjoyed Ron Davis’s columns and stories for a long time…he does what all the best motorcycle writing does: he makes you wonder why you aren’t out there riding your own bike, right now, except during the long Wisconsin winter, when his work simply helps you stay sane until spring.”
—Peter Egan, Author of Leanings 1, 2 & 3
40 essays, features, reviews, profiles and memoirs focusing on the two-wheeled life from the author of the acclaimed Shiny Side Up. ISBN 978-1-890623-74-6, Softcover 252 pages, $19.99 SRP
WHEN & WHERE
For complete details on any event listed, please visit bmwmoa.org and click on the Rallies & Events tab.
7/8/2024 – 7/12/2024
UNRALLY 2024: BACK TO EUREKA SPRINGS
Eureka Springs, Arkansas 24eurekaun@gmail.com
7/18/2024 – 7/21/2024
52ND ANNUAL TOP O’ THE ROCKIES RALLY Paonia, Colorado lowrtax@gmail.com
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
Mike McPeak Memorial Rally
Re-Psycle BMW PARTS
Re-Psycle BMW Parts
Complete Liquidation Auction
Online Absolute Auction - All Lots start at $1.00 – No Reserve
Auction begins about July 1, 2024. All items will be offered in small Lots over a period of time. New Auction Lots Every TWO WEEKS until finished. Once the Auction begins there will be no further sales at Re-Psycle, BMW Parts.
Business Auction: includes all BMW Motorcycle and New & Used BMW Parts & Accessory inventory.
Also Available Items: we have a range of shop fixtures, factory BMW tools, Shop equipment, BMW printed materials, manuals, promotional items, and display materials available. Display and storage shelving will both be offered as individual lots by type.
For further details and inquiries, contact Mark Sidle mark@re-psycle.com or bmwparts@re-psycle.com
Terms and conditions subject to change, reach out to Mark for the latest updates. Visit www.re-psycle.com for details and Information. Auctions and terms can be viewed and bid on at the www.Auctionohio.com website. Follow RAWN’S Auction Service. After Auction actually starts, we will provide all users with a link going directly to the actual auction web pages. Extensive new & used parts inventory 1955 on • common & BMW Factory Shop tools • Shop Equipment. • 40+ Vintage & Classic BMW bikes 1970 – 1995
Running bikes
Project bikes
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2024 Last Chance Rally
September 20th-22nd 2024
Join us at Turtle Run Campground for a fabulous weekend of rally comaraderie and great food.
• Great Camping Experience (shaded camp sites included)
• Burgers & Dogs Friday Night
• Saturday night “stuff your face gourmet BBQ”
• Guided off-road ride
• Guided road ride
• Field events
• Group bonfire (weather permitting)
• Door prizes & 50/50
• Cafe on premise for food purchase
CONTACT:
Peter J. Lisko President 856-214-5110
Bob Smith Vice President 609-330-9586
Lynn Tarapilli Treasurer 609-221-3329
newswedenbmwriders.com/last-chance-rally
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
BMW Motorrad, Ryan Hooper, Brian Dutcher, Terrence Hamill, Rick Stevens, David Haedt, Karen Salemi, Jennifer Ott, Keenan Casavant, Gary Hibbert, Charles Buchanan, Dustin Silvey, Matt Parkhouse, Wes Fleming, Paul Guillien, Kevin Wing, Kevin Dowell, Jim Crum, Mark Barnes, and Marlen Padberg.
Executive Director TED MOYER | ted@bmwmoa.org
Chief Operating Officer BECKY SMITH | becky.smith@bmwmoa.org
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 DOUG BAKKE | doug.bakke@bmwmoa.org
Director JENNIFER OTT | jennifer.ott@bmwmoa.org
Director STEVE PELLETIER | steve.pelletier@bmwmoa.org
Director DOUG PETERS | doug.peters@bmwmoa.org
Director MICHAEL “ROC” SHANNON | roc.shannon@bmwmoa.org
ADVERTISING INDEX
Goat on a Roof!
The Yahk Soap and Candle Company in Yahk, British Columbia.
Photo by Marlen Padberg #212161.
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