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BY IAN FEINBERG #206347
GLENN THRONE #238057
IN THIS ISSUE
NEWS Long Beach BMW delivers their 2,000th authority motorcycle, MOA celebrates First Responders in September, BMW MOA Fall Open House and Board of Directors Meeting, Join Dustin and Janel Silvey on their “Day of the Dead” Adventure, Winning is in full swing with the Beemer Bonanza, Presenting the New R 1300 GS Adventure.
BY DUSTIN SILVEY #224778
TORQUE OF THE MATTER Are You ATGATT? MTGMTT? NTGATT? by Wes Fleming
| SKILLS Motorcycle and Rider Conspicuity by John Lloyd
| Marriage, Motorycles and Motherhood by Rhonnie Garcia
| FINAL JOURNEY Remembering David Swisher by Jim and Kevin Swisher
THE RIDE INSIDE Stealership$ by Mark Barnes
| SHINY SIDE UP The Easiest Thing by Ron Davis
| Welcome our Newest MOA Members
ON THE COVER: Ted Moyer (#100360) photographed his 2024 R 1250 GS Adventure on the banks of the Athabasca River just off Highway 93 in Alberta, Canada, during his three-week ride to Alaska following the MOA National Rally in Redmond, Oregon.
IN THE EYE OF THE BEHOLDER
September has always been a special month for me. September was the month a new school year kicked off, which as a kid I didn’t like, but as a parent, the month couldn’t come soon enough. On top of that, a new Packer football season began that month, along with the magic that fall brought with it.
Last September BMW introduced the redesigned R 1300 GS. Initially, a collection of photographs of the new bike was all we had, but finally I was able to see the new GS in person last October at the GS Trophy Qualifier in Greer, South Carolina. Based on the conversations I heard there, the bike was a bit polarizing.
“Too street-oriented.” one onlooker said. “Looks like a Honda NC750,” said another. “Just wait ‘til you go down and have to replace all that plastic” was yet another comment. Then another observer chimed in, saying he thought the Option 719 Karakorum in exclusive Aurelius Green metallic was just plain disgusting!
Standing quietly a few feet away, my initial impression of the new GS was positive. To me, it seemed BMW designers had created a beautiful motorcycle where the entirety of frame, motor and bodywork all flowed together, giving the motorcycle a very “finished” look. The more I stared, the more I liked it.
Of the three bikes there, I preferred the GS Trophy version in its blue, white and red livery, with the Triple Black version a close second. The Option 719 in its green metallic paint was a bit too bold for my taste, but it was still a beautiful bike.
I was lucky to have experienced an R 1300 GS firsthand last spring while touring Spain and Portugal with IMTBike. Initially, I was a bit nervous about the tour as I would be riding two-up with my wife, something I never do, and would be aboard an unknown bike. Also, it was still winter here in Wisconsin, and I feared my skills would be a bit rusty from the long winter layover.
Sitting on the bike for the first time, an immediate sense of familiarity came over me. My only significant adjustment was developing a new routine with Judy each time she climbed on or off the bike. Riding away from IMTBike’s lot and onto the highways of Madrid was uneventful. Perhaps the bike felt good because it was so similar to my 1250. Whatever the case, I quickly felt comfortable, and by the time we hit the mountains, confidence pushed my fears aside.
With the R 1300 GS introduction last year, information regarding the Adventure model was sparse, with only a mention of its release coming in summer of 2024. Well, if you’ve not seen any images or previews of the new GSA through social media, on page 16 of this issue we’ve got some information on the new bike that you may enjoy reading.
I’ve always looked forward to new model releases with a special interest on the updates made to both styling and hardware as well as the model’s new capabilities.
Years ago, I made my living as a commercial photographer and did a lot of product photography. Whatever I was shooting, my goal was to capture the product not only in its best light, but to capture it in a way where viewers would not only want the product but could imagine themselves using it. I was a bit taken aback when I saw the first images of the new R 1300 GS Adventure. I could only think what the photographer BMW hired to shoot it must have thought and the challenges he faced trying to make the new bike look appealing.
While it’s only my opinion and I’m sure the bike will perform beautifully, my goodness, that thing has the looks that only the mother of a BMW designer could love.
Double Selfie
Don Bartletti (#220547) captured this image during a week-long ride on his '77 R 100/7 along the Big Sur Coast Highway, a section of California State Route 1 through the Big Sur region of California considered by many to be one of the most scenic routes in the United States, if not the world.
volunteers make it happen
By Chad Garcia #138742 BMW MOA Secretary
The sense of community extends far beyond the open road for the BMW MOA. The camaraderie, shared experiences, and giving back through rewarding volunteer opportunities enhance both the organization and its members’ lives. Volunteering with the BMW MOA offers a unique blend of fun, purpose and connection for motorcycle enthusiasts who help out and meet others while enjoying their passion.
The MOA is renowned for its vibrant community of motorcycle enthusiasts who share a deep love for BMW motorcycles. Members come from diverse backgrounds, united by their passion for riding. This sense of unity is fostered through various events, rallies, and activities organized throughout the year, where members can bond over their shared interests. Volunteering within this community deepens these connections, allowing members to contribute to something larger than themselves while forging lasting friendships.
One of the most exciting aspects of volunteering with the MOA is participating in the various rallies and events. These gatherings are the heart and soul of the organization, drawing members from all across the continent. Volunteers play a crucial role in the success of these events, handling a variety of tasks. Our premier event is the BMW MOA National Rally and is a massive undertaking requiring the effort of many dedicated volunteers. This event not only showcases the latest in gear, but also features seminars, rides, and social activities, creating a festive atmosphere where volunteers and attendees alike can immerse themselves in the BMW motorcycling culture.
Volunteering with the MOA is not just about giving back, it’s also a chance for personal growth and learning. Volunteers often find themselves
Contact Chad Garcia at chad.garcia@bmwmoa.org
Contact the MOA Board of Directors at board@bmwmoa.org
gaining new skills. The committee chairs provide training and support to ensure that volunteers feel confident and capable in their roles. This focus on development means members can expand their abilities while contributing to the community.
The BMW MOA deeply values its volunteers and recognizes their contributions in meaningful ways. Volunteer appreciation events like the volunteer dinner held on Tuesday of Rally Week, live music for volunteers on Wednesday as well as early check-in to the rally for volunteers, shows the organization appreciates those who give their time and effort.
Volunteering with the MOA is about making a tangible impact. Whether it’s enhancing the experience of fellow members at events, contributing to the club’s publications or supporting the overall mission of promoting safe and enjoyable motorcycling, volunteers leave a lasting legacy. Their efforts help sustain and grow the organization, ensuring that future generations of BMW motorcycle enthusiasts can enjoy the same sense of community and adventure.
The MOA is primarily a volunteer organization with a small paid staff, so for us to continue for many years to come we need volunteers. Our National Rally is always a great time simply because of all the volunteers that make it happen. My wife Rhonnie and I have met so many amazing people simply by volunteering that we never would have met by simply attending events. I strongly encourage everyone to get involved at the local and national level.
Thank you to all those who continue to give freely of their time; I appreciate you so much.
Left, Dan Lindsey (#228101) photographed his F 900 XR during a stop along the Needles Highway in South Dakota's Custer State Park while on a 3,800-mile trip from Chicago to Glacier National Park.
Above, Along Wyoming's Route 130. Photo by Dennis Grzybowski #204947.
Below, A trio of Beemers photographed on a beautiful July afternoon in Teton National Park. Photo by Thilo Spieler #205027.
Each month we publish the great images sent to us by BMW MOA members from their travels around the globe. Send us your best images and you could have your work published in our Postcards from the Road pages. Email your high resolution images, image description and contact information to editor@bmwmoa.org.
Top left, Dale Brandt (#39829) photographed his 2018 K 1600 B parked on a scenic overlook along the Great River Road. With a view of the Mississippi valley just north of Balltown in Clayton County, Iowa. In the distance you can see the bluffs rising from the Mississippi along the Wisconsin border.
Middle left, While riding the Blue Ridge Parkway, Geoff Bull (#216774) found himself and his F 800 GT in a fog. "I needed a GPS to get out of this soup," Bull said.
Bottom left, Greg Tombragel (#229762) shared this photo of his GS that he took while riding the full length of the Colorado Backcountry Discovery Route.
Above, While visiting the Maclaren River Lodge along the Denali Highway in Paxson, Alaska, Jeff Holaday (#135058) photographed his 2012 R 1200 GS Adventure sitting next to his accomodations for the evening amid a stunning backdrop.
RIDERTORIDER
Send your letters and comments to: editor@bmwmoa.org
0.94969 light seconds (and counting)
A light-second, as you most assuredly know, is a unit of distance. Specifically, it is the distance light travels in one second. More specifically, one light-second equals 299,792 kilometers (186,282 miles). Even more specifically, my bike, a 2011 R 1200 GS, which I bought new, currently has 284,710 km (176,910 miles) on it. Yet more specifically, my bike has 0.94969 lightseconds on it. I am hoping my bike makes it to one light-second. I’ve only got 15,082 km or (9,372 miles) or 0.05031 light-seconds to go.
Maybe this will be the year. If it does make it to one light-second, I will probably get a T-shirt and/or a sticker made perhaps saying, “This bike has gone 1 light-second.” Sort of like “This bike has climbed Mount Washington.”
Given the longevity and apparent engineering of my R 1200 GS, I think I will see if I can use my GS911 to change the odometer and speedometer settings to read light-seconds, and light-seconds per hour, respectively, instead of km and km/ hour.
Well, that’s my rambling for today on the ever-popular topic of light-seconds.
Dave McDougall #141987 Guelph, Ontario
one big family!
Big thanks to the MOA and to Eurosports Utah BMW just south of Salt Lake City in Sandy, Utah.
While taking the long way back to Michigan from the National Rally in Redmond, I was riding the “Loneliest Road in America,” US 50 between Carson City and Ely, Nevada, when I had a charging system failure on my 2010 F 800 GS. Luckily, I was at a high spot in the Nevada desert where I had a bit of cell
coverage and got a tow to come out from Ely with a motorcycle trailer. After a night in the Jailhouse Motel in Ely (where they did not seem to have hot water or even a window in the room), I rented a U-Haul box truck for the 300-mile ride to Salt Lake City.
Arriving at the BMW dealer 20 minutes before closing, the service rep helped me unload, wrote me up and told me travelers went to the top of the work list. The shop already had several BMWs waiting with out-of-state tags. From the parking lot, I unfolded my paper “GPS” to begin to identify where the heck the towns listed in the BMW Owners Anonymous book were located. I found several numbers in Sandy and my second call got me through to Jonathan and Alice who said they had a spare room, would be glad to welcome me and were about six miles from the dealership.
The following day, I was informed I needed a battery and a stator, but the stator would take two weeks from Germany and cost $1,300. However, if I didn’t mind, they could get a stator from Euro MotorElectrics overnight for $350. Tough decision! The next morning, they did the install, and I was ready to roll after lunch.
Next surprise, Jonathan and Alice would not let me leave! They insisted I spend a third night, have drinks with their neighbors, dinner with them and head out fresh in the morning. Then Jon made a phone call and set me up with friends a day’s ride east in Steamboat Springs, Colorado, where I had another luxurious spare bedroom with private bath!
I’ve been riding a lot of years, the last 30 or so on older “modern” BMWs and Airheads. This is only the second time I have ever had to rely on the BMW Owners Anonymous book and it’s absolutely worth the dues I pay each year. Being an old Luddite who’s a bit afraid of BMW
dealers, I can only say thank you to the folks at Eurosports Utah BMW for their service, to the MOA, and to Jonathon and Alice for their kindness.
John Deikis #81877 Chelsea, MI
my take on gatekeeping
Wes Fleming’s article “Are you a Gatekeeper,” in the July issue of BMW Owners News swirled around my mind in a teasing fashion that set me thinking.
The clash of minds between different two-wheelers isn’t a fraternity, it’s the soul beat of individuals who draw on loose tongues that match their murky ability to reason. I’ve been riding since I couldn’t afford cars, which tempered my urge to sprint, and I use the word “sprint” wisely, as the decades have educated me that high-speed gallops cover a short distance quicker, but seldom significantly impact upon the entire journey. Traffic, corners, obstacles, weather, the need to pee, the elderly in cartons plodding along single lanes, (bless their hearts, I’ll be there soon enough), gas stops, a photo shoot—you get the picture—they all levy a toll before a destination is reached.
Riders, I believe, seldom imply malice with their criticism. It’s more a flippant aside, like women can’t handle heavy bikes, a Harley always breaks down, a BMW is a gentleman’s pride not transportation, it’s a rat bike, ugly trike, wouldn’t be seen dead on one. Flippancy. That’s the culprit. A thoughtless aside.
Only two weeks ago on a solo jaunt, I chanced on a group of Angels, perhaps not the 1% but hardcore, who shared a clubhouse and apparently slept in their leathers. From the pedestal of my F 800 GS, I shared words with one of them seated below me on a beat-up, lowered Street Rod while the rest watched amused. Approached correctly, our
interaction was admittedly short but cordial.
As I drove away in my Alpinestars suit and Italian boots, I was thinking how lucky they were to lie with their bikes and perpetually ride. Sweet. Yes, my response to derogatory comments is simple. I can ignore one’s flippancy, social station, solvency, nurturing, and disposition with a smile–providing they pull curbside when they see I have a problem.
That’s my take on gatekeeping.
Maurice O’Neill #207971
Hazleton, Pennsylvania
friends indeed!
We had the most amazing experience on our way home from the Rally. We had put new tires on both bikes before we left but unfortunately after about 10,000 kms (6,000 miles) both rear tires were down past the wear bars. Ross was able to get his changed at a Kawasaki dealer in Minot, North Dakota, but mine looked good until Thunder Bay, Ontario.
There isn’t much in Northern Ontario from there to home, so we decided to replace it before we went any further. Unfortunately, this was Sunday, June 30, and July 1 is Canada’s birthday, so everything was closed up tight until the following Tuesday. What to do?
We opened the BMW Owners Anonymous app and found three local listings. The first number we called was Kevin O’Brien, who not only was home but had the exact brand new tire we needed which he offered to help Ross install. But that wasn’t all. Kevin called the owner of a local motorcycle shop and asked if they would consider opening up for us. So, on the holiday Monday, Kevin met us at our hotel with the new tire and drove to the shop where they had it mounted in no time, and we were safely on our way.
We’d like to express our deep appreciation to Brown Street Bike Shop of Thunder Bay and fellow MOA member Kevin O’Brien who was indeed a true friend when we were in need!
Ross #39319 and Jean Copas #49338
Tweed, Ontario
to buy or not to buy
Ever since owning a 2004 1150 GSA back in 2014, I knew, I would buy a BMW sooner or later again. The big unknown was, when that would be.
I found the GSA online, which was my choice of motorcycle for my planned ride to the end of the world, Ushuaia. The bike had low miles, was priced reasonably and was very comfortable. However, unforeseen circumstances cut my trip short in Panama City, Panama. I rode the bike back to California and sold it a short time later, promising to complete the journey at a later time.
In 2023, I sold my car in the beginning at the year because of its old age and was searching for a suitable car to commute in. After many test drives, I came to the realization that none of the cars I tested really excited me. They were either too expensive or simply boring. “Who needs a car anyways,” I thought.
I own a Harley Davidson VROD, which is a great bike to have fun on but not for commuting. I needed something that offered comfort, speed and luggage space.
It didn’t take long until I remembered how much I liked riding the 1150 GSA. Since I am not exactly a small guy, I figured the 1250 GSA would be a suitable choice for my needs. I like sitting upright, having heated grips and a large windshield–all features my VROD does not have.
Now early 2024, a friend advised me that I should try to find a 2023 model with zero miles. That would offer me the best deal, he said, because dealers were trying to clear their showroom floors of old inventory and needed room for the soon to arrive 1300 GS.
I had work to do! Not only would I have to locate a brand new 2023 Triple Black model. Sure enough, I spotted several 2023 GSAs around the country, even three Triple Blacks on the west coast. My excitement shot through the roof.
It was a Friday afternoon, when I called the first dealer in Oregon. A Triple Black demo model, below MSRP, had caught my eye online. “Sorry, we just sold the bike yesterday.” I was disappointed. But wait, there was another dealership near
Sacramento that had a demo model for sale in Triple Black. There was hope.
I didn’t even bother calling them. Instead, I drove straight to that dealer, and when approached by a sales associate, I inquired full of anticipation about the 2023 1250 GSA demo model. They must still have the bike, I thought, I just saw it online yesterday. No way could they have sold it that quickly.
“It has been sold,” was the response from Cody, the sales manager. I think, he could see it in my face how disappointed I was. “But, he said, I have a brand new 2023 R 1250 GSA in the warehouse with zero miles.” My eyes lit up again.
“Zero miles, how much,” I asked. I knew how much the demo model was being advertised for and there was no way, that the bike with no miles on the clock would sell for the same. I was right.
“I came here to buy the demo model because of the reduced price. The price for the bike with zero miles is out of my budget,” I said.
But Cody, being a slick sales wizard, didn’t take no for an answer. “How about we make this bike a “demo” model!”
Hmmm, that made me think. If someone would put 200 miles on the bike, it would qualify as a demo model which would mean they could sell me the bike as a demo model at the reduced price.
Knowing, how quickly these last year models sell, I had to make a decision fast–to buy or not buy was the question. I requested a brief test ride and upon pulling back up into the dealer’s lot, I gave Cody a big thumbs up. YES! She is mine now! Corey agreed to store the bike for another month in their warehouse at no charge until I returned from my holiday in Asia.
I could hardly wait to return to take delivery of my brand new 2023 R 1250 GSA with 200 miles. That’s how excited I was to sit on a GSA once again. It was a great day!
Axel Wolf #236723 Jacumba, California
long beach bmw delivers their 2,000th authority motorcycle
In June, Long Beach BMW Motorcycles, delivered their 2,000th Authority BMW motorcycle–an R 1250 RT-P, to the law enforcement community.
Long Beach BMW delivered its first authority motorcycle in 2004. For 20 years, they have been an integral partner in delivering and servicing police motorcycles in California–the largest authority vehicle market in the U.S., where state, county and city agencies rely on BMW authority motorcycles to meet their day-to-day duty requirements.
“This year we celebrated our 20th year as a Motorrad Dealer. In our first year, we delivered 20 R 1150 RT-P motorcycles, with initial deliveries to the City of Long Beach.” said Charles Berthon, General Manager of Long Beach BMW Motorcycles. “The majority of our business comes from referrals from numerous agencies across California. This milestone would not be possible without all the hard work and dedication spent working on contracts from state, county, and local levels. I would like to thank the BMW Motorrad team for all the assistance and guidance and for building the best authority bike!”
BMW has been producing and delivering two- and four-wheeled authority vehicles for more than 50 years, with over 10,000 authority motorcycles in service with over 600 agencies worldwide. The U.S. BMW Authority motorcycle program began in 1994, with the first vehicle delivered being a K 75 RT-P. Currently, there are around 3,500 BMW R 1250 RT-P authority motorcycles in service with U.S. agencies.
“We congratulate every staff member at Long Beach BMW Motorcycles on reaching this meaningful milestone of delivering their 2,000th BMW Authority motorcycle.” said Sergio Carvajal, Head of Aftersales Business Development, BMW Motorrad USA.
moa celebrates first responders in september
In conjunction with the Authority Bike Shootout at Motorrad Fest, the MOA will be celebrating first responders by offering 50% off all levels of membership to active-duty law enforcement officers, firefighters and medical professionals.
During the month of September, first responders can renew or extend their membership at special rates by visiting bmwmoa.org/frontline. Also, if you know of someone who serves the community but isn’t an MOA member, please invite them to take advantage of the savings. It’s the least we can do to say, “Thank you for your commitment to our community.”
When renewing, please submit a photo of yourself in uniform or work environment if your organization allows it. We’ll publish a selection of photos and recognize MOA members who serve and make riding BMW motorcycles safer for all of us!
bmw moa fall open house and board of directors meeting
Need a reason to take a ride? How about free food, tire kicking, and a ribbon cutting? We’re cooking up hamburgers, hot dogs and some good times at the BMW MOA Clubs Campus in Greer, South Carolina, on October 26, 2024. Hang out, tour the BMW MOA offices, meet the Board of Directors, and enjoy lunch with us. We will also be revealing the latest updates to the BMW MOA Foundation’s Historical Archive, dedicated to preserving the rich heritage of BMW MOA members!
Food will be served from 12 noon until 2 p.m. An open session Board of Directors meeting will begin at 2 p.m. Stay for the meeting or sit in the sunshine by the lake before heading home.
This is a free event, but your RSVP will be extremely helpful so we can cook enough food for everyone. RSVP online at bmwmoa.org/events/ fallmeeting. There will also be some free MOA swag for the first 200 people to register!
join dustin and janel silvey on their exciting "day of the dead" adventure
MotoDiscovery continues to “spin the globe” to meet the discriminating demands of today’s international motorcycle traveler. MotoDiscovery has enjoyed exploring the roads of Mexico with loyal BMW riding enthusiasts since 1981, so what better way to observe this over four-decade long relationship with BMW MOA than to join a MotoDiscovery Mexico Tour specially crafted for MOA members? The tour will run October 28 to November 9, 2024, and will be hosted by Dustin and Janel Silvey.
The Oaxaca Dia De Muertos (“Day of the Dead”) Adventure is a paved road tour and will take advantage of great secondary roads to the city of Cholula where you will stay overnight in a luxurious hotel at the base of the world’s largest pyramid. The next day, the tour will take a direct route to Mitla, a city within driving distance of Oaxaca Centro and main plaza for two nights. Oaxaca has earned a worldwide reputation for its art, weaving, and cuisine. It is also home to mezcal, the highoctane nectar of the gods. Cemeteries will come alive with the setting sun as indigenous natives gather around the graves of loved ones and give offerings to the spirits. Reuniting with the motorcycles, the tour will then ride what is arguably one of the finest riding roads in Mexico to descend from the heights of the Sierra Madres to the Pacific Coast and then will enjoy two nights on the ocean’s edge at Quinta Bella Huatulco.
From there, the tour will begin to tackle more of the great roads Mexico has to offer, as we make our way back to the Valley of Tepoztlan. Along the way, we will enjoy some great stops with the focus on riding, culture, and some amazing cuisine.
Then we return the bikes at our last luxurious stop and either spend a few extra days in Mexico City or head home.
Come join Motodiscovery and the MOA on this grand tour as we search out the Day of Dead celebration, hone our photography skills, ride some amazing Mexican roads, and make some new friends. To reserve your spot on the tour, visit motodiscovery.com/ tour/oaxaca-dia-de-muertos-adventure-for-bmw-moa-2024/
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.
presenting the new
r 1300 gs adventure
By BMW Motorrad
BMW R 1300 GS Adventure was designed and built to support both the adventure and the long-distance touring rider. With a new engine, completely redesigned chassis, the availability of Automated Shift Assistant and electronic systems to enhance both safety and accessibility for a wider range of riders, the new big GS Adventure is a versatile and indispensable travel multi-tool to take the R 1300 GS Adventure to a new level.
The appearance of the new BMW R 1300 GS Adventure is sure to attract attention, said Christof Lischka, Head of BMW Motorrad Development. The big GS is not only visually different from its almost dainty sister, but never before have seating comfort, ergonomics, and wind and weather protection been so harmoniously combined with precise handling, exceptional suspension comfort and smooth running.
Highlights of the new BMW R 1300 GS Adventure include:
Automated Shift Assistant
The Automated Shift Assistant is an ingenious functional design in which two electromechanical actuators automate the clutch and gear-shifting of the six-speed transmission, 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 become simple tasks with the Automated Shift Assistant.
In “D” shift mode, the Automatic Shift Assistant shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from perfectly executed gear changes with a smooth interruption of traction. The result is efficient motorcycle acceleration and increased riding stability. When shifting up, for example, the jolt associated with a classic manual gearbox with a manual clutch is largely eliminated, as is the risk of helmet contact between the rider and passenger. Gears can also be changed manually at any time in “D” mode.
New boxer engine with bottom-mounted transmission and BMW ShiftCam technology. Like the BMW R 1300 GS, the new R 1300 GS Adventure is powered by the powerful and redesigned boxer engine. Featuring 11 more horsepower and five more ft-lbs. of torque, this is the most powerful serial production BMW boxer engine to date. Despite the significant increase in power and torque, fuel consumption of the new BMW R 1300 GS Adventure is almost identical to that of its predecessor.
As on the R 1300 GS, the transmission is no longer located behind the engine, but underneath it. Advantages of this new layout include length and weight savings and the ability to make the transmission shafts shorter. Compared to the previous models, a total basic engine weight saving of 8.6 lbs. was achieved. At the same time, the greater concentration of mass towards the overall center of gravity ensures better handling qualities.
As before, power is transmitted to the six-speed transmission via a 10-disk wet clutch with a self-reinforcing anti-hopping mechanism. Output is via two spur gears, one of which has an integrated vibration damper. To increase shifting precision, the transmission now has a sensor signal transmitter for the optional Shift Assistant Pro based on a new concept involving a torsion magnet resulting in a more direct feel when shifting gears.
New suspension with sheet metal main frame and aluminum lattice tube rear frame. Like the engine, the entire suspension of the new R 1300 GS Adventure was redesigned with a new steel sheet metal main frame, which, in addition to more compact packaging, offers higher levels of stiffness than the previous model. The rear frame was also redesigned and now uses a lattice tube rear frame made of aluminum tubes and forged parts in place of the previous tubular steel construction.
The choice of this design with load bearing, slender, hexagonal extruded aluminum tubes for the lower beam is based on the requirement that the new R 1300 GS Adventure will be used primarily for long journeys. High seating comfort for the rider and passenger, combined with a large-volume luggage system, have
Above, The new R 1300 GS Adventure in Racing Red. Bottom left, Viewed from the front showing the Standard Matrix LED headlights and the newly developed auxiliary lights integrated into the body. Bottom right, The left handlebar controls showing the position of the Automated Shift Assistant button.
been given top priority. Two-stage seat height adjustment for the rider’s seat and longer, more comfortable seats for the rider and passenger are linked to the choice of rear frame concept.
In the past, sporty BMW motorcycles like the R 1200 S or the HP2 Sport had the upper fork bridge clamped directly to the fork tubes and attached to the frame via a ball joint mounted on the frame. This creates a very stiff connection between the fork legs and fork bridge, so the tilting movement of the upper fork bridge, inherent in the Telelever system, is hardly noticeable due to the short handlebars.
In boxer GS models, with long spring travel and high handlebars, this tilting movement would be disadvantageous. With the Evo Telelever, BMW Motorrad now combines the strengths of the two previously used Telelever variants.
Clamped tightly to the fork tubes–as used previously in the sporty design–the upper fork construction incorporates a handlebar decoupling system preventing detrimental tilting movement while only transmitting steering forces. The tubular handlebar is clamped in a handlebar bridge via two clamps. The connection from the handlebar bridge to the upper fork bridge is the core element of this construction: a strikingly showcased stainless steel plate, the so-called flex element. Due to its flexibility and geometric design, it is able to compensate for the tilting movement while at the same time transmitting steering forces.
Additional highlights of the new R 1300 GS Adventure include:
• 7.9-gallon aluminum tank.
• Standard BMW Motorrad Full Integral ABS.
• Standard Engine Drag Torque Control (MSR), Dynamic Brake Control (DBC), Dynamic Traction Control (DTC) and Hill Start Control (HSC).
• Standard four riding modes.
• Optional Riding Modes Pro with three additional riding modes.
• Optional Electronic Dynamic Suspension Adjustment (DSA) with dynamic adjustment of the damping and spring rate as well as load compensation.
• Optional Adaptive Vehicle Height Control or Adaptive Vehicle Height Control Comfort.
• Standard Matrix LED headlights and newly developed auxiliary lights integrated into the body.
• Optional Headlight Pro with adaptive headlight.
• Standard hand protectors with integrated turn indicators.
• Standard Dynamic Cruise Control (DCC) with brake function.
• Optional Riding Assistant with Active Cruise Control (ACC), Front Collision Warning (FCW) and Lane Change Warning.
• Standard Smartphone charging compartment with integrated USB socket and 12-volt on-board power socket.
• Optional rider and passenger seat heating.
• Optional handlebar risers up to 30 mm / 1.2-inches.
• Wide range of available seat heights.
The rear wheel guide of the new R 1300 GS Adventure has also been redesigned. The hallmark of the revised Evo Paralever is a significantly stiffer connection via the suspension in the frame, which has been extended for greater traction. In addition, the swingarm bearing is arranged off-axis to the axis of rotation of the shaft drive joint. The new R 1300 GS Adventure has 0.8-inches more travel at the front and rear, in keeping with its role as an adventure bike.
• Standard Connectivity with 6.5-inch full-color TFT multifunctional display.
• Standard TPM, Keyless Ride and heated grips.
• Standard Intelligent Emergency Call.
The new R 1300 GS Adventure will be available in Racing Red, Triple Black, GS Trophy Racing Blue, Light White and Racing Red, and Option 719 Karakorum, an exclusive Aurelius Green metallic. For a complete list of available features, packages and options available for the new BMW R 1300 GS Adventure, visit your local BMW Motorrad dealer. Pricing and availability will be announced later this fall.
A rider's-eye view of the R 1300 GS Adventure's cockpit.
Conversations with independent mechanics, product developers and aficionados of the Airhead 247 BMW.
New episodes every two weeks. Available on Apple Podcasts Spotify, Soundcloud.
GEAR CAMP LIGHTING
There’s certainly something to be said for letting your eyes adjust to the dark when you’re camping, but let’s face it— you can’t play poker by starlight. Thanks to a Facebook thread, we’ve gathered some options for your camping lighting needs, whether you gravitate towards larger (but still packable) lanterns or wearable headlamps. Never be the person who trips over tent guy lines again!
Goal Zero Lighthouse Mini Core Lantern goalzero.com
MSRP $39.95; 2-year warranty. Weighs 8 oz (227 g).
With an adjustable output rather than set modes, enjoy a max runtime of 7 hours at 210 lumens. Lasts up to 500 hours on the lowest output setting with just one side of the lamp lit (400 hours with both sides lit). Its 3” diameter and 4.5” height makes it fairly packable. Mount with a built-in hook or magnets, or prop it up with its fold-down legs. USB- or solar-rechargeable 3200 mAh battery can service your small devices and likely mostly charge your laptop.
MPowerd Luci Base Light mpowerd.com
MSRP $59.95; 1-year warranty. Weighs 10.1 oz (286 g). At the top of MPowerd’s lineup is the Lucy, an inflatable, rechargeable lantern that collapses into a 6" wide, 1.5" tall disc (5.4” expanded). Rechargeable via USB or solar panel, Luci can charge more than just your cell phone with its 4000 mAh battery and puts out 360 lumens for up to 50 hours (on low power, of course) on a single charge.
Coast RL10 coastportland.com
MSRP $29.99; limited lifetime warranty. Weighs 4.44 oz (126 g).
Enjoy a dial-controlled variable output from 55 to 560 lumens, giving you a run time between 2 and 14 hours. Has a red light mode and runs on 3xAAA batteries or the Zithion-X rechargeable battery pack (sold separately, $19.99). A hinged, tilting head provides for better aim.
Petzl Actik Core petzl.com
MSRP $84.95; 3-year warranty. Weighs 3.1 oz (88 g).
Choose from three modes (standard/ strobe/red) and three output levels (max of 600 lumens). The Actik Core will last up to 100 hours on low power (2 hours on high!) and can run either on 3xAAA batteries or a built-in 1250 mAh USBrechargeable battery.
Princeton Tec Refuel 300 princetontec.com
MSRP $30.99; 5-year warranty. Weighs 2.75 oz (78 g).
One of the most basic units out there, and uses a large, simple button for on/off and high/low modes. Putting out a max of 300 lumens, the Refuel will last up to 85 hours from its 3xAAA batteries in low power mode.
Leatt FlowTour 7.5 jacket and pants
By Dustin Silvey #224778
My least favorite part about travelling is packing. When I first started backpacking in my early 20s, I packed way too much stuff. I remember returning home after two months of backpacking through South America and finding things in my bag I had never pulled out.
The pendulum then swung the other way, and I packed too little. While travelling in Brazil I thought it would be great to have a few more shirts with me. Luckily, not bringing clothes is a simple fix–buy more.
Motorcycle gear, on the other hand, can be tricky to find if you make an error on what to bring. When travelling by bike, I need to select the right gear from the get-go. Make the wrong choice and I might be soaking from a rainstorm or cooking in my poorly ventilated jacket and pants. Like backpacking, I only have so much room on the bike and the choices I make when packing for a ride can have repercussions.
Before going any further, I want to state that I run hot and do not do well in heat. I can hydrate, take salt, wear hats and do all the right things to not let the heat impact me, but it always does. This aversion to heat has a large influence on how I select gear for motorcycle travel. I obviously prefer well ventilated gear that can keep me cool–a preference that often leads me to wearing full mesh gear. However, there is a problem with full mesh gear–use it in the rain and I get wet. If the weather cools, I am also in trouble; all this makes mesh gear not the ideal choice for an extended road trip–say a four-month ride across Canada.
Some may ask why not just pack the mesh gear as well. The simple answer is that I normally take long motorcycle trips with my wife Janel who has specific stipulations about what she gets to bring on our motorcycle travels. One item I believe I have mentioned before is her hair dryer. These “speciality” items take up room, so Janel uses up all the room in the two panniers on her bike. On my bike, we use one pannier for a tool kit and things we need to access easily during our rides. This leaves me with one pannier for personal goods. An extra set of gear isn’t going to fit in there with my few clothes and bathroom necessities.
This has often left me with a conundrum–needing to take a set of gear to keep me warm, but I also need something ventilated, so I won’t feel like collapsing off
the bike from heat exhaustion. My current gear can often work for shorter riding days. I have spoken to a lot of people who ride 500 miles a day in heat, but that is not for me, though that may soon change. In 2024, Leatt came out with a new line of adventure gear that may be the answer to my problems–the FlowTour 7.5 ADV jacket and pants. Over the past two months, I have been testing Leatt’s FlowTour pant and jacket combo and am very happy with their performance.
Disclaimer: The Flowtour 7.5 ADV jacket and pants combo was given to me to use and review by Leatt. This review contains my honest thoughts on the gear and has not been edited or influenced by Leatt.
About the Gear
Cost: Jacket: $539 (USD); Pants: $399 (USD)
Size: Jacket: SM to 5XL; Pants: SM to 4XL
Colors: Jacket: Stealth, Steel; Desert; Pants: Stealth, Steel
Conditions of Testing
Locations of Test: Gila County, Arizona; Sunshine Coast, British Columbia; Ride to Redmond, Oregon, and back from Vancouver.
Temperature Range: 40 to 96 degrees Fahrenheit
Motorcycles: BMW R 1200 GS; BMW G 650 GS Sertao
Type of Riding: Highway and dirt road (70/30)
Total Number of Hours for Test: 168
I wore the gear for eight hours a day over eight days while supporting two rides with the Motorcycle Relief Project in Arizona. The majority of these rides were off-road, and I was able to give the gear a good beating while standing and sitting on the motorcycle. While riding around my home in British Columbia, I had the gear on for about three hours each ride. Then, during my trip to the MOA Rally in Redmond, Oregon, I wore the gear about nine hours per day. I experienced the coldest temperatures during that time (leaving the MOA Rally on the Sunday) and also some warmer ones while riding through northern Oregon. On riding days, I never took the pants off until the end of the day, and seldom removed the jacket.
What You Get
The FlowTour 7.5 Jacket has Leatt 3DF protectors at the back, shoulders, elbows and chest. Unlike most companies, the armor is vented so wearing them with mesh gear doesn’t counter the actual function of the jacket. As an off-pavement rider, I am also a huge fan of chest protectors since the last thing I need is a stick puncturing one of my lungs. The jacket has all the standard pockets, but Leatt also added a place to slip your hands if they are cold or you just want to look cool leaning against your bike.
The FlowTour 7.5 Pants incorporate Leatt 3DF protectors for the knees and hips. Guess what? The knee pads don’t move! I don’t know how many times while wearing other gear I have gotten on a motorcycle to do some awesome off-roading and the second I sit down or stand up, the knee pads go in towards the bike, or way to the outside of my knees. I want the knee protection to protect my knees! Leatt seems to have cracked the code on this, and with the FlowTour 7.5, the pads actually do their job. It was such a relief riding in these pants I didn’t even notice the pads weren’t moving around until after someone asked me about them. They also come with suspenders, which with my long legs and high hips, I appreciate.
Lastly, the clincher about this gear combo that makes it a game changer for me: Both the jacket and the pants come with a removable Hydradri MAX (30/30) rain layer that works as an everyday jacket and a pair of waterproof pants if you are so inclined to wear pants without a waist band). The rain layer works both on the outside and the inside of the jacket to prevent you from still having a soaked coat at the end of the day. I only rode in a light drizzle, but the gear kept me dry. What I mostly used the rain gear for was its added warmth if the morning was cool. If the afternoon was hot, I just unzipped the rain jacket and then had a well-ventilated jacket and pant combo. Hence, one set of gear to rule them all.
Really, I think the only thing that would make this better is if they included the thermal jacket that comes with the Multitour 7.5 and Dritour 7.5. This would really help if I wanted an additional layer to stay warm. But of course, you can always just throw on your favorite puffy jacket. A rating of what you get for your hard-earned cash? This is an easy 9.5/10.
The Looks
With three distinct colors, you have your choice of how you want to look. I am using the Desert color. In Arizona, I did disappear a bit into the background of photographs, but the camo pattern still gives the look of an adventure rider. I think the Stealth is currently the most popular, but if I were to purchase another set, I would likely go with the Steel, as it reflects light better and still looks fantastic. Leatt has branded their logo in a couple places on the jacket in
reflective material. This looks great without being tacky. The mesh material blends in with the gear making it difficult to tell you are even wearing mesh, and the design gives more of a tactical jacket feel than the bulk of an adventure riding jacket. Other than vanishing in the background in Arizona, for looks, this gear is solid: 9/10
The Fit
Many of us in North America are used to Klim’s baggy-fitting gear and are happy with the fit. Leatt’s FlowTour 7.5 fits more like European gear, with slimmer pants and a less baggy fitting jacket. The sizing is similar to standard American sizing with me being a large in both. I am 5’9" with a 32" inseam and 32" waist and think the jacket could be taken in a bit more around the low ribs, but I don’t notice this bulk when I am riding. The FlowTour 7.5 fits as stated, so an easy 9/10. The only way it could be more perfect would be by eliminating the lower rib bulk.
The Conclusion
If you have been keeping up with my gear reviews, you probably have noticed I haven’t given any negative ones. There are a couple of reasons for this: 1) I think gear manufacturing has improved leaps and bounds over the past 10 years. I believe mainstream companies know that if they don’t produce a quality product, it will not sell. 2) I actually use the gear I review. I won’t use gear that I don’t have confidence in and risk my life for some company’s marketing plan. I often get emails asking me to review X product, so I spend time getting to know the product before I accept or decline. If I don’t think the gear is for me or MOA members, I won’t bother trying it out. This means that instead of bashing bad products, I’m just putting out the positive stuff on the good gear that is out there.
So, what do I think about Leatt’s FlowTour 7.5 jacket and pant combo? I LOVE IT! This is what all companies should aspire to produce. Not only did Leatt create a quality product, they also came up with innovative and creative additions to stand apart from the competition. While at the MOA Rally, I walked by the Leatt booth several times, and every time there were more and more people trying on their gear.
As always, the final question is whether this gear is right for you. Well, do you like to ride in adventure gear? Do you need some versatility in your gear? Do you like knee pads to stay where they should? Well, then maybe this is the right gear for you. As an ATGATT rider, I am just happy I don’t arrive at end of my riding day without sweat covering my entire body. I am sure Janel appreciates that too.
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.
motopumps garmin security lock
By Mark Barnes #222400
New York-based MotoPumps is a small, innovative company offering an assortment of motorcycle accessories, including the miniature compressors that inspired their name. Another piece of mechanical artistry is their Security Lock for Garmin’s Zumo XT and XT2 models. This ingenious little gadget effectively locks the GPS to its standard cradle with virtually invisible hardware, as opposed to much bulkier security devices currently available.
MotoPump’s solution is a thin aluminum plate, machined from billet, sandwiched between the Garmin cradle and whatever mounting system you have attached to your motorcycle. Once in place, this plate positions a stainlesssteel pin right under the cradle’s release button, blocking its movement. Said pin can be installed and removed with a stainless steel “key” (two are included) inserted into the pin’s right-side tip. The pin/key interface is a tight, three-prong affair difficult to duplicate with any other tool. To lock your GPS to its cradle, insert the pin along the top edge of the plate, through the right-side open loop, and into the left-side threaded loop. Screw the pin into the latter using the key to twist it, then pocket the key. The release button now cannot be pressed. To unlock, reverse the procedure, using the opposite end of the key to push the pin out where you can pull it the rest of the way with your fingers, and your GPS can be removed as usual.
physical materials. At $69.99, this is an extremely pricey aluminum square with three tiny metal cylinders. However, the square arrives equipped with all requisite holes for either Garmin model, the keys each come with a key ring and finely knurled surface to enhance fingertip grip, and the pin features a miniscule O-ring at the right-side end to make it fit snugly into the plate’s open loop and create just a touch of resistance to extraction. Such attention to detail helps justify a premium price, but some may still balk at spending 70 bucks on something so small and simple. Ah, but there’s the rest of its value!
Compare the size, weight, complexity–and cost–of this lock to something like Touratech’s Locking GPS Mount (see 9/23/22 website review); sometimes less really is more. You’ll probably conclude the relative economy of the MotoPumps option in all those dimensions makes it a bargain, even before you enjoy its free shipping.
The Security Lock plate is so thin there’s no need to replace the screws that came with your Garmin cradle with longer ones. Just remember to keep using those spacers to allow the rubber gromets to do their job of absorbing vibration on its way to your precious electronics.
While the Security Lock is a truly clever and elegant design, you’ll pay more for that aspect than for the
Something neither the MotoPumps nor the Touratech lock systems address is the fact a thief could still remove your “locked” GPS with its cradle by simply loosening the thumbscrew on your RAM bracketry, commonly used to connect cradle to bike, and snipping your Garmin power cord (if you have it permanently tapped into your motorcycle’s wiring harness). There are solutions for this, such as RAM’s Pin-Lock Security Knob, but be aware this additional level of attention may be needed to actually make your GPS difficult to steal. If you want to skip the RAM bracketry altogether, MotoPumps also sells a low-profile billet aluminum fixed bar mount (also for Garmin Zumo XT/XT2) outfitted with the same locking pin for $109.99.
For more information, visit motopumps.com
Above, MotoPumps plate sandwiched between the Garmin cradle and mounting bracket.
Left, Stainless steel "key" inserted into locking pin.
Home from the Rally
By Matt Parkhouse #13272
Susanna and I are back home from our time at the MOA National Rally in Redmond, Oregon. Because we are slowing down our riding, we drove the Subaru. The Redmond location worked out well as the route there and back took us right through Boise, Idaho, where Susanna’s 99-year-old mother resides. She’s having a few issues, living alone in her home for many years. We had two visits with her and two of Susanna’s sisters who live in the area, coming and going from the rally. While at the rally, we pitched our tent between the sheep and the swine barns. Airhead Central was the usual jumpin’ social scene with surprisingly few air-cooled twins showing up in need of repair.
On Friday, I briefly departed the rally to drive up to Yakima, Washington, where I spent an overnight with nine of my Midland boarding school classmates. One of my fellow students comes from a family who own large orchards in Yakima. The founder of the orchards built a castle there at the family home called Westhome. It is a spectacular edifice that easily accommodated the nine adults, along with wives and one child. Those guys are an amazing lot–bright, curious, and interested in a whole bunch of various things. I’m thankful that we have stayed in touch since that memorable graduation party at the California seaside Hollister Ranch back in 1968. Stewart Brand, the man who started the Whole Earth Catalog, among other things, said, “I learned the most at boarding school and in the Army.” I guess I could say the same thing.
Upon our return home from the rally and after much discussion, Susanna and I decided it was time to call it a day with our two Europe bikes stored at Stefan Knopf’s facility in Heidelberg, Germany. Over the years, I’ve had five good tours in Europe and elsewhere.
The first was a one-month ride around England in the late 1980s arranged by our departed good friend Helene Kafka. She had a friend in the London area who lent my former wife and me his R 80/7 for the ride. My second tour was a four-month, two-up ride with my girlfriend at the time from London to Istanbul on my Slash Five which I had shipped over in 1992 to have as my transportation while I did my year-long course of study to become a Health Visitor in the UK (sort of a Public Health nurse practice in this country). Many of you know the bike as Strider. The bike now has over 435,000 miles on it, and I am still riding it.
In 2006, Susanna and I shipped a pair of Slash Fives to Stefan’s and rode them on a four-month ride through most of Europe along with Sicily, Tunisia and Morocco. When we were done, we
stored the bikes with Stefan and awaited our next adventure.
Unfortunately, a couple of years later I was crippled by botched surgery for a bad gall bladder and it looked like my riding days were over. So, we sold that pair of Slash Fives to a fellow in Australia.
As things worked out, I regained my strength by working on bikes and building a big addition to our house. A year and a week from pulling the permit to the final inspection of the addition–the best rehab anyone could ask for–I started looking for a couple more old Airheads and found two more Slash Fives. After a year of working on them and making improvements including a longer wheelbase, changing the charging system to early Slash Six parts, adding voltmeters and so on, we rode them from Colorado to Florida, (in January!) and dropped them off at Stefan’s freight forwarder’s facility. Stefan happened to be in town, so he gave us a ride to the Orlando airport to fly home.
We got a couple of multi-week trips out of those two Airheads. One was a ride through Switzerland and Italy, ferrying over to Greece (touring the Peloponnese), and ferrying back through Italy to Heidelberg. The other trip was to the Balkan states (the Czech Republic, Croatia, Slovenia, Montenegro, and Albania), with a return to Italy by ferry and back up to Germany.
We were hoping for further trips but with covid, Susanna riding less and my stamina in question, we decided to pass the bikes to the next adventurer. As the show business folks say, “leave them wanting a little more.” Five rides around Europe and more on Airheads, which is far more than most riders get, we are leaving the R 60/5 and the R 75/5 gratefully. Fortunately, several people had expressed interest in the two motorcycles, and I ended up selling them to Francois in Denver. Having the buyer and seller in the same state really simplified the paperwork formalities.
Health-wise, the years are catching up with me. I’ll celebrate my 74th birthday by going to an audiology appointment at the VA, as I am just about completely deaf in my right ear. I’m sure a door gunner firing a short burst of M-60 automatic fire over my right shoulder “to make sure it was working OK” has something to do with that. Then there’s pyrotechnics, my working as a rock concert medical volunteer at concerts (for instance, The Grateful Dead) along with thousands of miles of motorcycling. A month later, I’m back to the VA for a general physical to see what all the aches and pains are about.
Of a couple of the remaining bikes at home, I’m still working up which LED headlights are the best so, hopefully, I can get that bit of data shared with you all soon.
Airhead Central. The large tent housed the accommodations we have come to expect from the National Airhead Club, with a well-stocked bar and kitchen area, comfortable thrift store furnishings, the Air Store selling T-shirts and other club items and a work area to tinker with any bikes needing attention. A short distance away was one of the fairground buildings where I and other Airhead "gurus" presented various seminars. I was scheduled for my usual Airhead Q & A and, at the last minute, filled in demonstrating how to balance Airhead carbs for idle and high-speed throttle cable.
I met this fellow at the Distinguished Gentlemen's Ride a few weeks ago. He acquired this 1978 R 100/7 at a very good price and was working on it at the Boulder Street Moto club. He gave me a call to help sort out a missing relay and a few other electrical issues. It was a real pleasure to help acquaint this new airhead owner with his new-to-him mount. The BMW was older than he was! We got the lights to illuminate as they should as I had the proper relay on hand.
are you ATGATT? MTGMTT? NTGATT?
By Wes Fleming #87301
Most of us know what the acronym ATGATT stands for: All The Gear, All The Time. A recent discussion with my friend Scott (no, a different one) centered around blunt criticism each of us has gotten recently, as well as our observations of fellow riders, and came down to the definition of the word “all.” When I use the word “all,” it means “every single [whatever], without exception.” For example, if your chess set has 16 pawns, you have all the pawns. If you’ve only got 15, you don’t have them all. Another example: If you wear a helmet every time you get on a motorcycle–and I mean every single time–then you use a helmet all the time.
What, in your mind, constitutes “all the gear”? To me, “all the gear” consists of helmet, armored jacket, gloves, riding pants and over-the-ankle shoes or boots containing some sort of padding or protection for the ankle, heel and/or toes. Some riders (I’m looking at you, Dustin Silvey) might add a neck brace to that list. Others (koff-Reece Mullins-koff) would certainly add an airbag vest. If you think I’m forgetting or am ignorant of some piece of critical gear, please let me know via email at wes@bmwmoa.org.
Think about the gear you use. Do you match my definitions of “all the gear” and “all the time” above? If so, then most riders would consider you an ATGATT rider. Do you have to agree with Dustin or Reece to feel–or declare yourself–ATGATT?
I’m willing to confess my own sins before this august gathering of riders: My friends, I am a MTGMTT rider. That’s “most of the gear, most of the time.” Yeah, I know! In the discussion with Scott, I realized sometimes after I get gas at the filling stations in my town–there are three less than five miles from my house–I purposely don’t put my gloves back on, especially when it’s hot out and they’ve gotten sweaty. (They’re hard to put back on when they’re sweat-soaked, right?) So right there, I’m not able to claim ATGATT status.
In Virginia, it’s the law that every rider and passenger must wear a DOT-approved helmet, but in the interest of full disclosure, because a full-face helmet saved my life in 1999 when somebody ran over me with their car, I never hesitate to put on my full-face helmet, even in the dog days of summer. Not only does the helmet protect my head and face from crash impacts and
sliding damage, but also from getting hit in the eye by a cicada (which happened in 1986, in a 3/4 helmet), rocks or sleet, and from sunburn, windburn and some level of noise damage as well. I don’t think I’m going to get a lot of pushback on my helmet choice from BMW riders, but let’s delve deeper into my other gear and see how you feel.
I rely on four jackets; each has shoulder, elbow and back protection. My heavy leather jacket, which I use primarily in winter, didn’t come with a pocket for back armor, so I had a skilled costumer friend add one. My other jackets are a perforated textile one, a traditional textile one I use in spring and autumn, and a 3/4-length insulated textile one I use in colder weather when I don’t want to wear the leather. The only side-eye I get on my jacket choices is in summer, when I’m wearing my Indian-branded perforated jacket and riding my BMW. (Frankly, they’re all Indian-branded, because BMW doesn’t make jackets for plus-sized folks.)
At the end of the jacket arms are gloves; and I gravitate towards full-gauntlet gloves with knuckle armor, but let’s be real: In the summer, nobody really wants to wear a full gauntlet. I feel it’s important to protect the wrist, however, and as a guitarist, the idea of a preventable wrist injury is always in my mind. This is why I’ll sometimes skip putting my gloves back on after filling up in my town–it’s just too hot for five or ten minutes on the bike.
Do you wear Aerostich or similar textile riding pants? Leather? Or are you like me, favoring Kevlar-lined, reinforced heavy denim pants? It wasn’t until a couple of years ago that I bought a pair of these riding pants that had pockets for armor, and I’m not apologetic about it despite realizing some folks don’t consider denim (even the Kevlar-lined variety) to be particularly protective in a crash. They work well against a short slide on pavement, but offer little impact protection and are not waterproof at all. Does my use of this style of riding pants affect any possible ATGATT status? I used to ride often in just regular jeans (as you probably did, don’t lie), but with three handy pairs of these Kevlar-lined pants to use in rotation, I can honestly say I don’t do that anymore and haven’t for almost a decade.
Mark Barnes sports a stylish, on-point-for-Beemer-riders ATGATT look with his matching armored Klim jacket and pants, Schuberth flip-front helmet, tucked short-gauntlet gloves and waterproof road boots. What about that exposed neck, though? And has he considered an airbag vest?
I have size 14 feet and my lower left leg is misshapen due to the crash in 1999 (my tibia never healed correctly), so wearing “proper” motorcycle boots is difficult for me. Adventure or off-road boots are painful due to their rigidity, and that extends to a lot of road boots as well. As a result, I rely on “riding sneakers” such as were featured in the product spread in the August 2024 issue of BMW Owners News, or “duty boots” like those worn by members of the military, law enforcement and other first responders. Riding sneakers tend to have protection similar to taller motorcycle boots, but that protection just ends above the ankle. Duty boots offer plenty of support, can be found in waterproof versions, and often have toe, ankle and heel protection, though perhaps not up to the standards of true motorcycle boots. No matter what, I know either choice offers more protection than the high-top basketball sneaks I was wearing when I got run over.
Given what you now know about my gear choices, would you consider me ATGATT? I don’t, but I recognize I’m trading a little convenience and comfort for protection and again being honest, I never go riding without the gear I’ve mentioned above, so maybe I am ATGATT in my own fashion–which doesn’t have to agree with your idea of ATGATT. (I think we can also agree that riding at 5 MPH around the rally grounds absolves us of criticism for our occasional lapses in gear usage.)
Mostly what I’m trying to do here is get you to think about your gear choices, and maybe to inspire a discussion with your riding friends over your ideas. This could bring to your attention alternatives or additions you might not otherwise know about. I see enough people riding around in pudding bowl helmets, tank tops, shorts and sandals (this is not hyperbole) that I feel pretty good about my gear choices, though whenever I attend an MOA event, I feel a bit under-dressed.
I’d also like to take a moment to encourage you to talk to us–your fellow MOA members–about your gear, especially (and primarily) if it’s relatively new. We’re always looking for gear reviews for the magazine and website, and I’d love to feature you and your new gear on Motorcycle Test Kitchen, part of the MOA’s YouTube channel. We get precious few gear reviews from MOA women, and we’d really love to get your perspectives on your gear. If you’ve got an idea for a gear review, either written or video, please reach out to Bill Wiegand (ON editor) and myself via email at submissions@bmwmoa.org. We look forward to hearing from you!
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.
ADMORE LIGHT BAR PRO
A Photographic Adventure into Utah
By Ian Feinberg #2067347
“The pursuit of one’s passion for photography and exploration can lead to moments of incredible beauty and personal fulfillment.”
I recently embarked on an extraordinary, 5,000-mile motorcycle journey to the captivating landscapes of Utah, only to find myself amidst unexpected adventures.
Utah’s terrain is a masterpiece of nature’s artistry, a symphony of contrasts that profoundly blends the tortured and the magnificent. The state’s iconic red rock formations, sculpted by millions of years of geological forces, stand as testament to the Earth’s tumultuous history. These rugged landscapes bear the scars of relentless erosion, where canyons carve deep into the earth and buttes tower against the sky. Yet, amid this geological chaos, Utah’s terrain offers breathtaking beauty that is nothing short of magnificent. It is a land of stark contrasts, where the bold rock formations harmonize with the serenity of high alpine lakes and pristine deserts. The vastness of the night sky creates a tapestry of beauty that, for me, has inspired awe and wonder. For the adventure rider, the varied landscape provides a wonderland of terrain that ranges from thrilling to terrifying.
Each of my previous visits to Utah have revealed new wonders. This time, I decided to combine my riding experience with a goal to elevate my photography skills.
Along Highway 12 between Escalante and Boulder, Utah.
The trip took months of meticulous planning which included researching and prioritizing places to visit, the route I would follow, the equipment I would carry, whether to rent a bike or take my own, and much more.
The trip began with three marathon days riding cross-country from Georgia to Escalante, Utah.
Escalante sits in the middle of Utah’s Highway 12 Scenic Byway–a breathtaking stretch of road winding its way through some of the most stunning landscapes in the American Southwest. Beginning near Bryce Canyon National Park and ending close to Capitol Reef National Park, the ride covers approximately 124 miles of diverse terrain with jaw-dropping vistas at every turn. The road runs along the changing topography with highlights such as the dramatic overlooks at Bryce Canyon, the otherworldly landscapes of Grand Staircase-Escalante National Monument, and the serene beauty of the Dixie National Forest. This popular route offers endless opportunities for outdoor adventures, including hiking, camping and photography which make it a must-visit destination for anyone exploring the wonders of Utah’s natural landscapes.
My first outing was to explore the Burr Trail, a scenic route stretching from Boulder, Utah, to Bullfrog Marina at Lake Powell. I was amazed as the trail provided a gold mine of attractions, including multi-day hiking trails, the mystical Singing Canyon, the dramatic Long Canyon nestled between towering Wingate sandstone walls, and Burr Trail Switchbacks. While there, I encountered a challenging moment when I recklessly ventured onto a side trail in an attempt to reach Upper Muley Twist, which overlooks Waterpocket Fold–a vast warp in the earth’s crust running through Capitol Reef National Park. I found myself in a sunken wash of deep sand. Stuck in this precarious section with no assistance in sight, I eventually made it up the steep sandy incline, but the episode triggered a tense moment resulting in a spell of anxiety that would linger until my return home.
Though I have traveled alone before with few issues, the weight of my extensive preparations and the pressure to capture the perfect photographs mixed with the trepidation of maneuvering challenging terrain on a fully loaded bike weighed on my mind. Navigating the roads and trails solo, while managing the equipment strapped to my 2012 R 1200 GS, became a daunting task. It even affected my appetite, as I agonized over uncontrollable variables like weather conditions, moon phases, milky way alignments and hiking with a loaded backpack.
After successfully conquering the Burr Trail, Moab was my
next stop. Having explored its famous landmarks on previous visits, I concentrated on night-time photography, embarking on hikes to capture the beauty of Corona, Mesa, and Delicate Arches.
Like many arches in the area, Corona Arch is composed of Navajo sandstone and towers 105 feet high and spans 140 feet wide. If it resided inside Arches National Park it would easily be a featured attraction. The three-mile round-trip hike to Corona Arch required a little climbing using safety cables, a ladder, and traversing long spans of slick rock. I arrived at the arch late in the day then patiently waited for nightfall to reveal a mesmerizing canopy of stars. Amidst the solitude of this enchanting spot, I found myself alone at midnight, an experience nothing short of profound.
Hiking back from Corona Arch at 12:30 a.m. without a map, GPS or app would have been difficult to say the least. I had downloaded the Corona Arch trail map to my phone via the AllTrails app, and it worked flawlessly! In fact, I even encountered another hiker wandering with his dog about halfway back. He was most definitely lost and figured he would wait until dawn to find his way. But much of the trail is slick rock with no markers and even in daylight one can easily get turned around and find themselves significantly off course. I was thankful I had the app. My new buddy, his dog, and I made it safely to the parking lot and my GS.
A 20-second exposure capturing Corona Arch by moonlight and the stars above.
Another long exposure of Corona Arch using a flashlight for additional light.
At that point, I had planned to return to my Airbnb for some rest before heading to Canyonlands National Park to capture a sunrise shot at Mesa Arch. Preferring to avoid the morning rush, I decided to fuel up the bike in town and head to the trail early. I arrived at 3 a.m., and an eerie feeling overcame me as I idled up to the trail head parking area in the darkness. Following the Alltrails app, I easily found my way to the arch and secured my photo spot.
As the time passed, more sunrise seekers trickled in, with the crowd swelling to around 100 by 6:00 a.m., all eagerly awaiting the sun’s appearance through the arch. Despite fatigue setting in, I was grateful for the opportunity to capture this famed sight that I had heard so much about. With that image captured, it was time to return to Moab for a much-needed nap and prepare for my night shoot at Delicate Arch.
My hike to the iconic Delicate Arch inside Arches National Park is a one-and-a-half-mile uphill climb, but the payoff is spectacular. While it dwarfs in comparison to Corona Arch, at roughly half the height and a quarter of width, the view is no less grand. While I worried about encountering crowds at Delicate Arch during the night, the large sunset gathering dispersed as the night sky approached, leaving only three of us to collaborate on tweaking the lighting and aligning the Milky Way galaxy with the arch. This turned out to be the highlight of my trip, and I was thrilled with the stunning shots which came remarkably close to realizing my expedition’s photographic vision. These experiences proved to be truly magical, including perfectly clear skies for the
photography sessions.
Before scouting my hiking route to Corona Arch, I ventured up what Google Maps labeled Long Canyon Road located in the Sky District of Canyonlands National Park, just north of Moab. Upon turning onto the trail, a road sign labeled it as “Pucker Pass” and warned to only attempt this route in a four-wheel drive vehicle.
I soon realized why they call it Pucker Pass as the trail was a mix of hard packed dirt, rocky outcroppings among shelf roads, steep inclines, and hairpin turns. I initially committed to turning back if the terrain became too treacherous, but as I progressed up the steep and rocky trail, I couldn’t resist continuing. Even though I had previewed this trail several times on YouTube, I never sensed the magnitude of this treacherous course. Video and photos just do not adequately portray spatial perspectives or the grandiosity of stunning landscapes. A unique highlight of the trail is a huge boulder propped against the butte’s wall that creates a sort of underpass. I was looking forward to snapping a photo here; however, as I rounded the trail’s curve, I dared not stop as I realized the steep incline and large rocks threatened to vault the GS over at the entrance of the passage. Finally rounding the last curve, I reached the mesa’s summit providing a breath-taking view overlooking the grandeur of the Canyonlands below.
Below, Mesa Arch at sunrise.
Right, A 20-second exposure captures Delicate Arch and the Milky Way galaxy.
Above, Factory Butte at sunset.
Right, My dome "Airbnb" near Factory Butte.
My next destination was Hanksville, a lesser-visited region of Utah which beckoned with a myriad of attractions, including Goblin Valley State Park, Factory Butte, Moonscape Overlook, Bentonite Hills, Slot Canyons, Mars Desert Research Station and more. The main attraction was Factory Butte, a 6,300-foot monolith about 12 miles northwest of Hanksville and roughly 14 miles east of Capitol Reef National Park. The butte was named by early settlers who thought its outline resembled a huge factory building. This imposing formation had always intrigued me as a visual subject, but its remoteness, situated roughly six miles off the road with no accessible trails, posed a photographic challenge. I intended to capture the butte from the west side, incorporating the intermediate hills as a dynamic foreground element, but it was a feat requiring an entire day’s hike, a luxury I could not afford. Therefore, I turned to my drone to get as close as possible. While it didn’t deliver the exact shot I had envisioned, I managed to capture an interesting image.
The nearby Swing Arm City OHV Recreational Area offers dual sport riders some of the most challenging and unique trails in the US. The sloping bentonite clay hills form a labyrinth of moderate to steep trails in which to get lost. With Factory Butte in the background, the area provides an otherworldly scene.
With my tour nearing its end, I found relief knowing I had a modicum of success digitally capturing my much sought-after sites while managing to maneuver my BMW through the challenging terrain of Utah without incident to myself or the bike. My diminishing anxiety granted me the freedom to casually appreciate the grand vistas of Glen Canyon National Recreational Area, Valley of the Gods scenic road, and Monument Valley.
With the daunting trails and photographic challenges behind me, Monument Valley seemed a fitting final stop of the tour. With its majestic views and expansive skies, the scenes familiar to many of us via classic westerns brought a welcome serenity and a longing for home.
Despite the challenges, a stifling case of nerves, and unexpected twists encountered on my adventure, the pursuit of one’s passion for photography and exploration can lead to moments of incredible beauty and personal fulfillment. It reminded me that stepping out of personal comfort zones and persisting through difficulties can yield remarkable experiences and accomplishments, even if they don’t always match our initial expectations.
Here’s to chasing dreams, conquering fears and embracing the unexpected. Sometimes, the best adventures are the ones that leave you breathless and a little bit sweaty.
Ian Feinberg reignited his passion for motorcycle riding when his children left for college and has combined his love for photography and motorcycling, exploring Appalachian roads, touring the Alps and taking cross-country expeditions to the west. Married to Betty Ann for 40 years, Ian is retired from a career in television and film. He has dedicated his time to numerous community service organizations and has served on multiple boards including the BMW Motorcycle Club of Georgia where he headed up the popular Georgia Mountain Rally.
The author with Monument Valley in the distance.
947 Miles to Freedom
By Glenn Throne #238057
I was medically retired from the United States Army after serving 21 years, 11 months and 14 days, but who’s counting? Like most veterans, the long hours, constant stress, combat training, actual combat, austere environments, lack of sleep, leadership challenges and physical demands took a real and serious toll on my mind, body and spirit.
Early in my military career, I tore two ligaments in my knee and didn’t see a doctor for seven months, worried that as a young soldier I would be ostracized. Like most veterans of my generation, going to the doctor was not forbidden but was heavily scrutinized, even for physical trauma. Going to see someone for mental health issues was obviously stigmatized even more.
I still remember the first time I thought something was wrong. It was 2008 and 60 days after returning from a 15-month deployment to Baghdad; I didn’t know what was happening or why I felt the way I did. It was the same feeling you have when you wake up, look at the clock and realize you’ve overslept. The only difference was that I always felt that way–a constant panic and dread. While the soldier and prideful part of my mind didn’t want help, the logical part of my brain was afraid to seek help because I held a Department of Defense security clearance. I
didn’t want to lose that just because I felt an oppressive weight pressing down on my chest all the time.
Finally, I decided it was time and saw a doctor who gave me some pills and said, “Take these, come back in six months, tell me how you feel.”
Of course, I didn’t go back in six months, and I didn’t take the pills as long as recommended. During that time, I moved to another duty station and needed to concentrate on my soldiers, my career and my personal and family life. I started to feel a little better. Then, after a few years, the horrible feelings began intruding into my life again. Back were the same feelings of panic mixed with dread, but this time, there was more anger than ever. While my career was going well, my personal life was in shambles and my drinking started to increase. Once again, I heard the words, “Take these, come back in six months, tell me how you feel.” Then I moved again and never went back.
I completed two more deployments to Afghanistan, one for five months and the other for nine, with months of training to prepare. My work hours were longer, the stress was higher, and outside of the deployments, my drinking became more intense. When I returned from my deployments, my wife would say, “You’re on another level; you’re turned all the way up.” Still, after a few months,
things would get better, and I would be a bit more normal though never as good as before I left. I could never turn things all the way back down, but I would settle into a new normal, or so I thought. Later, my wife told me that I “never turned back down after that last deployment.”
Career-wise, I was doing very well. My personal life, physical health and mental health, on the other hand, were suffering. I was at an all-time low. My anxiety, anger, mood swings and compassion fatigue from pouring so much of myself into my soldiers and the missions was destroying me. My family was also suffering because I wasn’t me anymore. I had to do something.
At this point, I sought real help for my anxiety and drinking and finally found an angel of a therapist in a 62-year-old woman who honestly brought me back from the brink. It wasn’t an easy time, but she saved me and my marriage. This was the first time I felt I had genuine support since I started seeking it.
With this help in hand, I was closing in on my retirement eligibility and knew it was time for me to call it. I was exhausted. I was still doing well in my career and likely would have been selected for Sergeant Major, but I knew it wasn’t the right way to go. I couldn’t give any more of myself to my soldiers or the military.
This article is not critical of the Army’s mental health programs. I take responsibility for not following through and taking care of my mental health. I honestly feel that the Army has made considerable improvements in the mental health field for soldiers in the past decade. The stigmas surrounding mental health are improving. Many of us, including those in the Army, know that combat-related symptoms and PTSD (not just from combat) are injuries that have to be addressed before they end in grief for more families.
I retired from the Army in December 2023, which left me lost. The military wasn’t a job for me. It was my life, and then it was gone. I now woke up each day, watching my wife leave to go to work and not knowing what I was supposed to do. Soon, I caught myself in a cycle where I didn’t get out of bed until noon while watching mindless TV under the covers. I started drinking earlier and earlier each day. I couldn’t find the motivation to do anything. I was depressed, and the anxiety was creeping back. I knew the signs because I had suffered through this before. It was time to do something, but what?
About three months later, a friend motivated me to do something that could help others in similar situations. We started laying the groundwork to start a non-profit to help people with mental health concerns through therapeutic motorcycle riding. While researching non-profit organizations, I heard about The Motorcycle Relief Project (MRP). I reached out to Mike Bobbitt, MRP president, to ask some questions about how the organization functioned, how it was founded, pitfalls, etc. Mike said, “Why don’t you just come on a ride?” He said the next ride was fully booked, but he had two drop out of the following ride and since my friend and I were both veterans, we could attend the ride and experience what happens on these Relief Rides.
This is when I rode my 947 miles to freedom. This is when I went on my Relief Ride: Relief Ride #67. If you ask any alum of an MRP Relief Ride (RR), they will likely be able to tell you their RR number. Why? Because it made a significant impact on their lives. I can’t remember my age, I have to set a reminder on my phone for my wedding anniversary and I have my kid’s birthday tattooed on my body–not for sentimental reasons. I am not good at remembering numbers. RR#67 is inscribed in my mind forever.
Before I left to attend my Relief Ride, I thought up a bunch of
questions I had planned to ask Mike and the rest of the MRP volunteer team. I took notes so as not to forget things I wanted to hone in on and potentially apply to my non-profit organization. However, shortly before my friend and I left to attend the ride, we decided to experience the Relief Ride as it was intended. I don’t know why we changed our minds, but I am glad we did.
A few weeks and 947 miles later, we arrived in Young, Arizona, the location of Relief Ride #67. A few folks were waiting on the porch of the retreat lodging location as we rode up on our bikes. These were other participants who had arrived earlier in the day and were experiencing the awkward “get to know you” situation. No one knew anything about anybody else except that we all served in some capacity, military or first responder, and we all rode motorcycles. That’s the hook.
Later in the evening, it was still a little chaotic. The participants and I each found our rooms and established where the restrooms were. We took our time checking out each other’s bikes and those supplied by the MRP. We watched as others slowly trickled in and noticed some of the cadre for the event. We knew they were cadre because they wore matching shirts saying something about MRP. They were friendly, but you could tell they were busy preparing everything for us. If you had ever served in the military, their work mentality would have been
something you would have immediately recognized: They were there to complete a mission, and none of us wanted to interrupt them.
Finally, we got a “30 minutes to dinner” warning that spread by word of mouth. After gathering at a long table in the dining area, I noticed the table was covered in signatures, phrases and RR numbers. I found out later that a new table is added each year, and all participants are given the opportunity to sign it. While waiting for things to start, I read different quotes from the workshops, the riding instructions and just some funny comments from previous participants. A few minutes later, the participants and I did some introductions, were given ground rules, ate a fine meal together, and talked a little about gratitude. The volunteers then let us know when coffee would be ready in the morning and when we would have breakfast together. There was a familiar and comforting feeling of having some structure back in my life.
The following morning, I enjoyed coffee and a delicious breakfast with some amazing tater tots. On day one of the ride, the cadre went over the riding rules, and skilled instructors gave us some training to prepare us for the off-pavement riding we would encounter. My bike, a 2022 BMW R 1250 GS, had 22,000 miles on it when I arrived; honestly, only about 100 of those had
been on anything resembling dirt. My lovely girl was a pavement princess. One of the other participants had only ridden cruisers and never considered dirt. I mention this to show that the MRP gave us some training that made us capable of handling most situations. They wouldn’t let lack of off-pavement experience be an excuse for us not to continue on our Relief Ride. After the lesson, we hopped on the bikes and headed out for an awesome ride through some picturesque scenic wilderness. Our lead, Keith, picked a lunch stop for us, and we ate a sack lunch together that we made ourselves. Everyone is equal. Everyone is together. Everyone is in this experience. Later, we arrived at our lodging location, where we rested, rehydrated and talked to each other about the day. At dinner, we spoke about our highs and lows that day. Later in the evening, we conducted “workshops.” The workshops are discussions where everyone is involved and contributes. The cadre have all gone through their Relief Rides, and they assisted in facilitating the talks while sharing their experiences. The workshops aimed to learn a new resilience tool for participants to use when appropriate. Afterward, we were told when the morning coffee and breakfast would be ready. We then went to bed with our thoughts about the training, the ride, what we heard others say and, at least for me, not feeling alone.
The following four days, we all rode, ate, hung out, learned and grew together. Each day, I grew closer to the other participants and the cadre, and learned both riding and mental resiliency skills to help with my mental health struggles. I heard some things I knew before, but it was nice to hear them from a different perspective and get a refresher. During the workshops, it felt safe, and I believe that is why they were so successful. After the first day, I wasn’t worried about what these guys would think about me. Something told me they all felt the same way as I did.
I have had a lot of time to think about the mistakes I made when I was drinking too much, being angry all the time and letting my stress take over. Remember earlier when I said I was at an all-time low? I had been carrying this dark, heavy guilt that I didn’t even know or fully understand. During a workshop, I told my fellow Relief Riders about an incident, a thought I had not shared with anyone, including my life-saving 62-year-old therapist. When I told my fellow Relief Riders about it, that moment was when I became free. I traveled 947 miles for this specific moment.
Glenn Throne photographed during RR#67 in April 2024.
Since I have been home, I still have days where I struggle. I still have days where I need help getting motivated. I still get into squabbles with my wife. I still stress about money and kids. I am still human. My Relief Ride didn’t change any of those things. It is not a magic pill, but it did make life more manageable. The Relief Ride gave me a break from my head. It gave me a great group of friends I still talk to today. It inspired me to want to help others. It inspired me to get back on my bike and ride more. It gave me the confidence to go off-pavement on my motorcycle. It made me feel free. It made me a better person.
When I left, I told the folks at MRP that I wanted to help their program. The Relief Ride made that much of a difference to me. I didn’t know how to help, but wanted to assist however I could. The MRP invited me to the MOA National Rally in Redmond, Oregon, to help with the MRP booth. I packed up my motorcycle and headed out from San Antonio, Texas, to help. If you were at the rally, you likely spoke with me at the Motorcycle Relief Project booth or while I was milling about. If you did talk to me, I hope I gave you enough information to motivate you to apply for your Relief Ride. Maybe you can find the same freedom I found.
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.
MOTORELIEF.ORG
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.
Just Another Drive-Through Province
By Dustin Silvey #224778
“Surprise is the greatest gift life can grant us” ~ Boris Leonidovich Pasternak
The lighthouse on Grand Manan Island.
“New Brunswick? Yeah, just another drive-through province,” my former PhD supervisor said to Janel and I as we sat around the dinner table in St. John’s, Newfoundland.
That wasn’t the first time we had heard this statement; a lot of people seem to think New Brunswick, one of Canada’s maritime provinces, was a province worth skipping. Out west, we heard the same thing about Saskatchewan. Janel and I whole heartedly disagreed. During our cross-Canada trip, our goal was to get off the beaten path, and if most people thought New Brunswick was a drivethrough province, then we were up for exploring it. We made a plan to check out some of the more remote areas to determine if New Brunswick was truly a drive-through province.
Leaving Advocate Harbour, Nova Scotia, was difficult. We had really enjoyed our time with Sarah and Andrew exploring the area, the fine food, and having their cat Kyle sleep in our room. However, we still had lots more of Canada to ride so we hit the road to St. Andrews, New Brunswick, about 500 kilometres (310 miles) away.
Though we wanted to find some off the beaten path adventures, we still had to visit some of the tourist traps. Our first stop was at Hopewell Rocks, a provincial park boasting massive rock structures created by the Bay of Fundy’s massive tides and packed with tourists in the summer months. We arrived around 10:30 a.m., and it was already crazy busy with people everywhere! The line to enter the park was even intense. We had a VIP visit set up and were lucky to skip the line, jump in a golf cart and cruise on down to the rock formations.
When I visit beautiful landscapes, I like to shut out the noise of the real world and just kind of experience where I am. With the crowds there, this was not possible at the Rocks. Instead, I quickly snapped a photograph, looked around for five minutes and jumped back in the golf cart and got right back on the road. Don’t get me wrong, the rocks there are very interesting, but I suggest not visiting in the middle of August, as there were just too many tourists for me.
Back on the road, we followed the New Brunswick coastline southwest. The roads were very quiet, and we were more or less riding by ourselves. We enjoyed the twisty turns of Routes 114 and 111 until we arrived in the city of Saint John. Not to be confused with St. John’s, Newfoundland; Saint John, New Brunswick, is a city of 70,000 people located on the Bay of Fundy and the St. John River. Although it was a lovely day, we still had over 100 kilometres (62 miles) to St. Andrews, and the day was growing late with no time to explore the town named after another John.
After an uneventful coastal ride to St. Andrews, we arrived at The Algonquin Resort around 6:30 in the evening. After a long day of riding, having the chance to wander and stretch our bodies was a relief. The resort was large but had a lot of families staying there with children running about. Wanting to have some space to ourselves, we wandered into the seaside village.
St. Andrews is known for its historic 18th century city structure and architecture. Colorful row houses encompass the main drag with lots of options for shopping. It is a lively little town and the people there were very friendly. With our evening stroll coming to an end, we headed back to The Algonquin to rest up for our exciting adventure the following morning: gardening!
The next morning, I leapt out of bed because we had booked a private tour at Kingsbrae Garden–a multi award-winning horticultural masterpiece covering more than 27 acres! It features fine gardens with old and new gardening styles along with more than 50,000 perennials in themed gardens, ponds, streams, old growth Acadian forest, and a bunch of birds. Not only that, but there were also alpacas and goats!
Ready to go, I rushed Janel out the door with her coffee in hand as a light drizzle started falling from the sky. When we arrived at Kingsbrae Garden, Daniel was there to welcome us. He apologized for the rain outside as though he had some control over it, handed us two umbrellas and took us out to explore. The first thing we saw was something right out of a movie: an entrance similar to a hedge maze. There was this massive, perfectly trimmed green hedge. Through an opening in the hedge, stairs led down to a fountain in the center of a small field lined in flowers. I thought if I ran and grabbed the fountain I would surely be taken to a cemetery where Voldemort would be waiting (a little Harry Potter humor there).
After my excitement about the hedge calmed and Janel convinced me to move on, we hit the flower gardens. Janel asked so many questions about the different flowers: the varieties, what did well here in New Brunswick and what needed more care, and Daniel had answers to everything. While they chatted, I just looked around in amazement at all the different colors, watching bees fly from flower to flower. As we toured the area, meeting a goat or alpaca along the way, Daniel told us that the elderly owner, still knows every plant in the garden and still supports the gardeners in the planting of new and exciting plants.
At one point we came to a vegetable garden with ripe tomatoes and brussels sprouts, which I had no idea grew on a stalk. Daniel explained to us that just outside this vegetable garden was a gate that led to an elder care facility. The residents there have free access to the garden at any time for exercise and
relaxation. Seems a lot better than most elder care facilities I have seen. We wrapped up our tour, examining some statues that have slowly accumulated from art competitions the garden hosts each year. My favorite was a tortoise where a gardener had placed an apple on his nose, while Janel was entranced by a sculpture of a woman holding her child behind a mass of yellow flowers.
With our tour at an end, Daniel walked us to the exit where we said our goodbyes. I couldn’t stop talking about how interesting the garden was. I really wish I had the time and ability to do something like that in our own back yard. With our imaginations running high, we headed back to our hotel, packed our bags, and mentally began preparing ourselves for another ferry trip the next day.
The ride to Wallace Cove was a little more than an hour. The weather was cool but bright, and since we left early in the morning, we once again had the roads to ourselves. We were headed to Wallace Cove because from there, we would take a 90-minute ferry ride to Grand Manan Island–the place we would spend the most time–four full days–of our entire cross Canada trip and yet, we knew very little about it. I had found the place while searching for off the beaten path places to visit in New Brunswick, and this one spoke to us. After almost three full months on the road, I thought a four-day rest might be in order, and my butt was in agreement.
We arrived so early for our ferry that the previous ferry had still not departed. The staff at the terminal told us we could catch the earlier sailing if we preferred but we had to hurry. As usual, the boarding was a gong show (British Columbian slang for “things were unorganized”).
Because we arrived just as boarding was being completed, we were squeezed in at the back of the ship. We rode the bikes onto the ship without incident, and while I was directed to one side, Janel was stopped right in the middle of the entrance way and told to stay there while they loaded a few more cars around her. Then one of the staff said to Janel, “Okay, can you move the bike back?” Now normally, with my help this wouldn’t be a big deal; however, the tide was low, meaning the ramp leading down onto the ship was at a 30-degree angle and Janel and I would be trying to move her full loaded motorcycle backwards up an incline. I looked at the guy and said, “You know motorcycles don’t have reverse, right?” It then dawned on him it could be a tad difficult to push Janel’s motorcycle back up the ramp by herself. He then got two of his staff to help us and we frustratingly got her bike put in at the rear of the ship right behind mine. With another ferry loading episode over, we settled in for our ride to Grand Manan Island.
Since we were the last to load, getting off the ferry was much easier and soon we were on our way and rode the few short minutes to our home for the next four nights: the Compass Rose Heritage Inn. Once there, we could tell right away the inn was a converted old seaside home. The blue colored house had a New England look to it and had been very well maintained. Inside, the home had old hardwood floors, a library/family room, a small restaurant, and of course our lovely, air-conditioned room. As we got settled in the owner asked us if we would like to go kayaking as they had a group headed out that night. Janel was a bit tired,
but I jumped at the chance to get out on the water.
Getting out on the water was a nice experience. Janel and I are avid paddlers and not spending time on the water that summer was getting to me a bit. Being late in the day, the sun was low in the sky and cast an orange glow reflecting off the seals splashing in the ocean. The guide, who was the son of the Rose Heritage Inn’s owner, was a wealth of knowledge about the island.
Grand Manan Island has a small population of 2,400 on its 407 square miles. It is well known to birders as it hosts more than 240 species of birds and, as part of the Bay of Fundy, experiences some wild tidal shifts. I, of course, had the luck to experience these tides as they were pulling out as I tried to paddle back into shore. As I paddled one way, the tides kept
pulling me back the other. This is the ultimate workout and honestly, is the only thing I don’t like about ocean paddling. I arrived back at the inn with my arms burning from the workout with Janel asking how the paddle was. I responded great, and then proceeded to pass out in the bed exhausted.
Over next three days, Janel and I did our best to explore the island. With very few tourists on the island, it is a great place to just walk around and enjoy quiet time. A few locals stopped us to chat and always seemed to be excited to learn we were on motorcycles from British Columbia. During our hike, we saw whales travelling by the island and a ridiculous number of seals. In the afternoons which did get rather warm, we hung out at the beach reading, eating ice cream, and enjoying our time relaxing.
On our last day on the island, we rode to the southern tip. Again, with so few people on the island there was almost no traffic. We barreled down the roads, enjoying the curves and the
small villages dotting the island. At the end of the road, we were greeted by a small lighthouse and amazing cliffs dropping straight into the ocean. I threw up my drone and captured some fun video of the cliffs while Janel wandered a small trail. Done with my drone fun, I went looking for Janel and found her sitting next to the steep cliff drop. I walked up and sat quietly next to her.
“We could move here, you know,” Janel said.
“Yeah, it’s pretty nice,” I replied.
That was all we said as we sat there staring off out to the horizon. Who would have thought, after all we had seen so far on this trip, we would mention moving to a “drive-through province.” Sometimes, going where others don’t want to leads to extraordinary experiences.
Next up, we go back in time on an Acadian adventure.
Things to do and places to stay in New Brunswick
Hopewell Rocks Provincial Park: If you are visiting New Brunswick, you should try to make a stop at Hopewell Rocks (parcsnbparks.info/en/parks/33/ hopewell-rocks-provincial-park).
Although it is busy, it is a cool place to visit and the rock formations are beautiful. Try to go very early morning to beat the crowds or during the off-season. Day pass cost is CA$15.85 plus tax (about US$12).
The Algonquin Resort: If you are going to check out Kingsbrae Garden or St. Andrews, then the best place to stay is The Algonquin Resort. This four-star resort has large and quiet rooms, and the breakfast spread was very impressive. Rooms start at CA$357 (US$257) per night in the summer months.
Kingsbrae Garden: Even if you don’t find gardens that interesting, don’t miss out on this magical place (kingsbraegarden.com). Just wandering the grounds, knowing nothing about plants, still made for a fun few hours. The staff are all kind and the area is rich in culture and full of stories about the owners and the history of the town. Entrance fees are CA$19 (US$14) for an adult or CA$49 for a family (US$35).
Compass Rose Heritage Inn: When I was looking for a place to stay on Grand Manan, the Compass Rose Heritage Inn (adventurehigh.com/compass-rose-heritage-inn) leapt off my screen. I love old heritage homes. The rooms were very comfortable, the food was delicious, and Janel raved about the coffee. Rooms start at CA$150 (US$108) per night.
Adventure High: Since Janel and I do a lot of paddling and have paddled all over the world, I can be a bit judgemental on outdoor paddling outfits. However, Adventure High (adventurehigh.com) did a great job. The guides were timely, kind, knowledgeable, and made the evening paddle fun. Other than hiking around Grand Manan Island, this is the best way to see the cliffs and wildlife. Half-day trips start at CA$90 (US$65).
Over 40 essays, features, reviews, profiles and memoirs focusing on the two-wheeled life from the author of the acclaimed Shiny Side Up.
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
ISBN 978-1-890623-74-6, Softcover 252 pages, $19.99 SRP
Motorcycle and Rider Conspicuity
By John Lloyd #236695
The number one cause of motorcycle crashes involving other vehicles is a motorist turning left across the rider’s path. In nearly every case, the intruding motorist explains that they “did not see the approaching motorcycle.”
How can a motorist fail to see something as large as a modern motorcycle? The answer is expectancy.
According to the National Highway Transportation Safety Authority (NHTSA), motorcycles account for only 0.6% of total vehicle miles traveling in the United States. Thus, motorists have more than a 99% likelihood that the next vehicle they see will not be a motorcycle. Through experiential training, motorists have learned to look for other automobiles, not motorcycles. It is not that the motorist does not see motorcycles, as our eyes see all. However, it does not meet their expectation of a four-wheeled vehicle, and therefore they may fail to identify an approaching motorcycle.
What, then, can we as motorcyclists do to reduce our risk of a collision? According to human factors research, roadway users respond to hazards based on available information and that they fail to respond at all when the available information is insufficient. Based on my experience as a motorcycle rider and human factors expert, conspicuity is key to increasing the information available to motorists. As motorcyclists we need to take responsibility to make our presence on the roadway more obvious.
Many opportunities to improve conspicuity are available, and then generally fall into two categories–audible and visual. Many riders are familiar with the concept loud pipes save lives. While this may be true to some extent, since noise intensity, or volume, decreases exponentially as distance increases, loud pipes are only effective in close proximity. Moreover, the greater volume is actually behind the motorcycle, not in front.
Human factors research teaches that to improve motorists’ detection and therefore, avoidance of motorcycles on the road, we can enhance our visual conspicuity by following a few simple guidelines, captured in the acronym CAPLETS, which stands for Contrast, Anticipation, Pattern, Lighting, Eccentricity, Time of Exposure, and Size.
Contrast addresses the ability of a motorcycle and rider to stand out from their environment. For example, a black motorcycle on a dark asphalt surface is more difficult to distinguish than a yellow or red bike, especially under nighttime conditions. The same is true for the rider. Dark clothing makes it more difficult for a motorcyclist to be detected on the roadway.
Brighter colors, especially high-vis yellow or orange, are more likely to create a greater contrast and therefore be more recognizable.
Anticipation refers to the expectation of a given event. When motorcyclists ride together in a group, motorists are more likely to expect and therefore look for additional motorcycles. For this reason, a group riding together is often safer than a solo motorcyclist traveling alone.
Patterns aid recognition by relying on one’s past experiences. Obviously, most motorists are familiar with the shape or pattern of a motorcycle and can easily distinguish one during daytime conditions. However, at night the pattern exhibited by a single headlight, may not aid a motorist in identifying an approaching motorcycle. Moreover, at night a motorcycle with a singular headlight may be difficult to distinguish when in the proximity of automobiles with two or more high intensity headlights. Motorcycles equipped with additional lighting that outlines its shape are more likely to be recognized on the roadway both during the day and at night.
The purpose of Lighting is somewhat self-explanatory. More lighting means more information for other roadway users. Lighting is beneficial not just at night, but also during the day. The photograph below illustrates how effective additional lighting is in providing information necessary to motorists to recognize the presence of my motorcycle.
Headlight modulators can significantly increase conspicuity of the motorcycle by switching the headlight between low and high beam automatically at a rate of approximately four times per second. Modulators are equipped with a light sensor, which turns off this feature at night. I have personally installed headlight modulators on several of my bikes and can attest as to the effectiveness of this technology.
Eccentricity relates to the viewing angle. When a motorcycle is approaching an intersection, the viewing angle of the rider to an automobile on the right, waiting to make a left turn across the roadway is close to zero. Whereas the motorist at the intersection, unless they are turning their head to look for oncoming vehicles, is close to 90 degrees. There is not much that a rider can do to improve the motorists viewing angle. However, I have found when approaching an intersection at which a motorist is waiting to make a turn across my path, moving my motorcycle side to side within my lane helps draw their attention.
Exposure is critically important at intersections to ensure that no visual obstructions exist between the rider and waiting motorist that could limit the time available to the motorist to detect your
presence. If there are fixed obstructions, such as trees or signage, I will position my motorcycle in a manner to provide a clear line of sight.
If a vehicle in front of or to the right of my motorcycle poses a potential visual obstruction at an approaching intersection, I will move forward or drop back to allow a clear three second window between myself and other vehicles. This will offer a waiting motorist a better opportunity to detect and identify me on the road.
Speed can also negatively affect time of exposure. At greater speeds other motorists have less available time to detect a motorcyclist. For this reason, I advise travelling at or close to the posted speed limit.
Size matters when it comes to conspicuity. Remember that motorists are looking for other automobiles. Larger motorcycles tend to be identified more quickly than smaller bikes, or bicycles. An opportunity may exist to make your motorcycle appear larger than reality through the use of additional lighting, such as LED lights mounted on left and right side mirrors, and/or by the front wheel axle.
As motorcyclists, we are responsible for our own safety and for enhancing our visibility to other roadway users. Hi-vis riding gear, additional lighting, and conspicuous riding techniques are proven methods that alert motorists to our presence and thereby prevent unnecessary collisions.
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marriage, motorcycles and motherhood
By Rhonnie Garcia #234383
As I look back, three words describe most of my adult life: Marriage, motorcycles and motherhood.
I married Chad, my high school sweetheart, when I was just 18. We chose to make our marriage our priority, knowing our commitment to each other would be lifelong. Motorcycling became our time together where we were able to spend away from work, worries and daily life. We began with short day rides on the back of a Suzuki while Chad served in the Marine Corps. That motorcycle was his pride and joy. At the time, we were stationed at Camp Lejeune, North Carolina, and when a hurricane warning was issued by the weather service, Chad was on deployment, so I was in charge of the Suzuki. We didn’t have a garage or any covered storage, so I wheeled it into the dining room of our apartment for safekeeping. He knew then that I understood his love for motorcycles.
Fast forward a few years: We got through Desert Storm, we became the parents of two wonderful sons, different motorcycles have been in the garage, and we decided we would like to try motorcycle touring. We purchased an older Yamaha touring motorcycle and headed off to Door County, Wisconsin, for a weekend getaway. Even though we didn’t know how to pack and didn’t have all the correct gear, we were hooked. Once the boys were old enough, they became motorcycle passengers as well, enjoying day rides and fundraisers with Chad. Our sons were raised knowing Dad and Mom would always take at least one motorcycle touring vacation together every year. It was our time to be a couple, knowing that our boys would grow up into men and start their own families one day. We never wanted to lose sight of our own relationship. Eventually, I decided that I wanted to move from passenger to rider, so I enrolled in the MSF course and then told my husband. Even though Chad is an instructor, I knew another instructor would work better for me.
Over the years, I have had five different motorcycles of my own, but never felt the passion that Chad has for riding. I loved being a passenger! My passion for architecture, gardening and the outdoors has always been a part of why I love motorcycle touring. As a passenger, I am able to take in all the beauty around us
while spending time with Chad. When the roads are technical, he may miss a beautiful building or something in the landscape, but I am able to describe what I am able to see while riding with him.
After years riding different motorcycles and being members of different organizations, Chad purchased his BMW and we became members of the MOA. We finally had found a group where we truly belonged. After attending our first local rally, we knew we had “found our people.”
With the MOA, I am still part of the group as a passenger. I do ride a Honda Navi, but always consider myself a passenger first. We have enjoyed volunteering at events and have had fun hosting campers as the RV Chairs at our last two National Rallies. Like many others, I have found the more you get involved in the MOA, the more you will get back from the MOA.
This year, we achieved one of our goals while visiting Hawaii and have now ridden a motorcycle in all 50 states. Next year we hope to tour in Europe. Stay tuned for that adventure.
Our marriage is still strong, this mother is so proud of the men our boys have become, and motorcycling is still a passion for us.
Wife of Chad for 36 years, mother of two wonderful men and Wisconsin native. After 27 years as the Operations Manager of a salon and medical spa, I am enjoying retirement. My time is spent volunteering to support people and animals in need as well as enjoying my hobbies. I am an avid gardener, love to travel and ride with my husband Chad. Over the years I have been a passenger, then a rider and now a passenger again.
Coming September ‘24
This unforgettable route combines a collection of graded forest roads, primitive two-track, and scenic backcountry pavement under the dense canopy of the Chattahoochee National Forest. Quaint mountain towns dot the track including Ellijay, Dahlonega, Suches, and Helen, with abundant lodging and camping opportunities throughout. The Chattahoochee BDR-X is a 350mile loop featuring the best dual-sport and adventure riding in the north Georgia mountains.
PRESENTED BY:
Coming October ‘24
Set against the rugged landscape of west Texas in the largest protected portion of the Chihuahuan Desert, and the backdrop of the Rio Grande river, this route stands out as a premier destination for adventurous riders seeking a remote and unforgettable journey. The Big Bend BDR-X spans 618 miles as it weaves through the iconic terrain of Big Bend National Park, Big Bend Ranch State Park, and other remote wilderness, offering a unique off-pavement adventure.
PRESENTED BY:
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a legacy of a million miles: remembering our father, david swisher
By Jim and Kevin Swisher
David Swisher was a man of remarkable journeys, both on the road and in life. As sons of the first person to reach one million miles on BMW motorcycles, we witnessed a legacy transcending mere numbers on an odometer. His story is one of passion, perseverance, and an unyielding love for the open road and the friends he made along the way.
Dad’s love affair with motorcycles began somewhat by accident. As a dairy farmer with a large family, he bought a dirt bike for the kids in the late 1960s. He found himself sneaking out to “check the crops” more and more often. He got his courage up to take a trip to his hometown in Parsons, West Virginia, on a Honda 100, and his riding career almost ended there. The bike had no fairing and was underpowered for the trip. Feeling beat up from the ride, he wondered if he was cut out for riding. On a visit to the local country store in Ladysmith, Virginia, not long after that–and with a bit of luck–he met his first BMW rider, Milton Hall. Milton was on his way back from a trip to Texas, and Dad marveled that it only took him two days to get back to Virginia. Milton invited him to the first MOA
National Rally in Morgan Hill, California, in 1973. Dad upgraded to a Honda CB750, and he and Milton made that trip together and remained lifelong friends and riding companions. On the trip, Dad envied Milton’s bike, seeing the benefits of a shaft drive and German engineering. Upon returning from the trip and at the tender age of 43, Dad bought his first BMW and never looked back. It wasn’t just about the machines; it was about the freedom they represented and the community they fostered.
As children and young adults, we grew up surrounded by bikes, tires, helmets, and gear, but more than that, surrounded by the countless characters he met on his travels. People with names like Jack the Ripper, Rally Ronnie, Cookie Monster, and Shamu were apt to show up at our home in Bowling Green, Virginia, anytime. Days were often spent in the garage, watching Dad meticulously maintain not just his bikes, but the bikes of his friends and family, his hands moving with practiced precision. He taught us the value of dedication and the importance of caring for not just the things you love, but the people you love. His rides weren’t just journeys, they were meticulously planned adventures, each mile adding to a record that would one day make history.
In 1999, Dad achieved what many thought impossible: He reached one million miles on a BMW motorcycle. BMW Owners News featured his remarkable achievement, lauding his dedication and the milestone-setting benchmark for riders everywhere. Newspapers like the Richmond Times-Dispatch and Free Lance-Star followed suit, highlighting a local hero whose story inspired a generation of motorcyclists. Dad went on to be the first to reach 1.1 million miles, then 1.2 million miles–all the way to up to be the first to 1.7 million miles on BMW motorcycles. The BMW Million Mile Award is now known as the Dave Swisher Award in his honor.
But Dad’s legacy is more than the sum of his miles. It’s in the countless stories shared with fellow riders, the friendships forged on the road, and the unwavering spirit that drove him to pursue his passion with relentless enthusiasm. He embodied the essence of the BMW motorcycle community: A blend of camaraderie, adventure, and a relentless pursuit of excellence.
Dave with his fully-kitted-out touring Airhead.
Dad’s passing on May 27, 2023, at the age of 93, marked the end of an era. Yet his spirit lives on in the stories we tell, the rides we take, and the miles we accumulate. His million-mile journey, all amassed after the age of 40, serves as a beacon, reminding us that with passion and perseverance, anything is possible at any point in our lives. We are grateful to BMW Owners News for chronicling his achievements and sharing his story with the world over the years.
As we continue to reflect on Dad’s life, we are reminded of his friendly smile, his appreciation for the natural world, and his love for the people and places that became the fabric of his life. His journey may have ended, but his legacy continues to inspire us and the countless riders who aspire to follow in his tire tracks.
Thank you, Dad, for the lessons, the miles, and the memories. We will carry your spirit with us on every ride, knowing that you are with us in every twist and turn of the road.
Dave, center, with his two sons.
Dave busy at his lathe, no doubt making a necessary part.
stealership$
By Mark Barnes, PhD #222400
The term “apoplectic” denotes either extreme anger or the paralysis associated with a stroke. In some instances, both definitions apply simultaneously, as when something is so outrageous our mental processing locks up in response. This was my experience at the dealership service desk when presented recently with a $400 bill for what was essentially a glorified oil change—for which I had supplied my own oil and filter! The only reason I had the dealer perform this
menial task instead of doing it myself was the note in my new motorcycle’s factory warranty stating coverage would be voided if service was not rendered and recorded by an outpost of the marque. I’m not an attorney, but I believe such a stipulation may violate the Magnuson-Moss Warranty Act and/or the Motor Vehicle Owner’s Right to Repair Act, which limit a manufacturer’s ability to disqualify warranty claims if appropriate parts and labor of equivalent specification are sourced elsewhere. Nevertheless, I figured it’d cost less to have the dealer perform this bike’s extremely simple initial break-in service than to hire legal representation if I had to fight a warranty claim denial. As lofty as shop labor rates are these days, they’re still a fraction of attorney fees.
This initial service was extremely basic, involving nothing more than changing the oil and filter (which required no bodywork removal or other complications), visually inspecting fluid levels, brake and final drive components and tire condition, scanning for leaks, checking torque on some key fasteners, adjusting (if needed) drive chain tension, control lever free play, steering head bearing tightness and tire inflation, and checking electrical components (lights, switchgear, etc.).
Moving parts (e.g., levers, kickstand, chain) were to be lubricated, and any fault codes read by the dealer’s proprietary diagnostic equipment. Finally, the next service interval was to be set in the bike’s computer and a record entered in the manufacturer’s database. While the sheer number of line items on this list may seem large, the vast majority of these tasks require only seconds to execute. There are credible videos online of professional mechanics running through these operations carefully and efficiently in well under an hour. For a new bike with a savvy and conscientious owner (who would routinely look for obvious problems and keep adjustments within spec), there should be almost nothing to do beyond an oil change and confirming all the other things are in order with a quick and simple examination. The only “special” service is whatever gets done with the electronic diagnostic tool—certainly not a time-consuming operation, especially in the absence of any fault codes.
I should add this bike has oil screens attached to its two drain plugs. The owner’s manual specifies these should be cleaned during oil changes, but the manufacturer sells an “oil service kit” that contains a new cartridge filter and two new plug/screen replacements, with the latter adding almost $80 to the price of the filter alone. The dealer insisted on this kit’s necessity and would have charged me another $100 for it if I hadn’t supplied my own, and they’d have charged me $90 for the three liters of oil required. I bought premium brand, full-synthetic oil with all the necessary specifications, along with the manufacturer’s oil service kit, for about half those prices online (where the supplying vendors undoubtedly still made a profit). While it seemed preposterous to me to replace those plug/screen units after just 620 miles, I didn’t want any questions later about this service being done properly and completely; those extra parts would be cheaper than battling a denied warranty claim.
I called dealerships in my area that sold my new motorcycle to get their prices for the same initial service. The dealership two hours away quoted $295, while the one 90 minutes away wanted $350, both including parts and labor. The dealer I used was much closer at just 30 minutes away, but quoted a whopping $450 for everything. When I got my bill, I realized they would have actually charged me close to $600, given the fact they wanted $400 for the labor alone. I knew they’d charge exorbitant amounts for the parts, which is why I brought my own. I assumed this would save me $200 off the $450 phone quote. While this nearest dealer was the most expensive, the savings in travel seemed worth the extra money I’d pay for labor there. I knew the service didn’t take much time and their shop rate was $115/hour, so I couldn’t imagine being charged more than maybe $230.
Less than 1.5 hours passed from the time they took my bike into the shop to the time they wheeled it back out. A full 1.5 hours ought to yield a labor charge of $173 at $115/hour. When I was presented with a bill for more than twice that, and nearly what I was quoted for parts and labor together, I was certain there must be a mistake. The guy at the counter assured me the bottom line was correct, explaining they went by the flat rate specified for this service by the manufacturer, which
supposedly indicated it should take nearly three hours of a mechanic’s time. There was also a $26 charge for “shop supplies,” though no specifics were available for this—a few paper towels, maybe?
When I regained the ability to speak, I argued they’d had the bike for less than 1.5 hours—how could they justify charging me for twice that much time? The service rep told me three hours of work had been completed in half that time because of the mechanic’s extraordinary skill; I should be grateful for how this reduced my wait! I objected again, asserting the only real service performed was a very simple oil change, easily accomplished in ten minutes. He told me I just didn’t understand the flat rate principle. I replied that I completely understood how they were employing this concept, and that’s exactly what made it completely unacceptable to me. If I’d come in requesting an oil change and superficial inspection of my bike, they’d have charged me for 1.5 hours of labor, but because we’d called this my bike’s “initial service,” the very same operations cost twice as much.
The dealership’s representative then changed tactics, adding insult to injury by “educating” me about the many vitally important evaluations that were part of this first service, starting with the in-depth assessment of both my front and rear brake fluid levels, as though the obvious safety value of such a check reflected some arduous and time-intensive activity by the mechanic. This motorcycle—like many others—has clear plastic reservoirs for both front and rear brakes. Both can be clearly observed to contain the appropriate amount of fluid from a single standing position on the right side of the bike, moving only one’s eyeballs, in less than five seconds. A check’s high level of importance does not necessarily translate into a large amount of work or skill, but the rep went on and on with a well-practiced script of similarly absurd assertions, talking over me when I pointed out the ease and speed with which each task could be performed.
I’m not prone to making a scene, but the combination of being dramatically overcharged and treated like an absolute fool provoked me to raise my voice in an unprecedented public display of fury. Some higherup—whom I assume was the service manager, though he never identified himself—had been watching from
the corner; he approached and asked me what I thought I should pay. I listed the prices I’d been given from the other dealerships, reiterating that I’d brought my own parts and had indisputably received less than 1.5 hours in actual labor. He essentially said I must be lying about the lower quotes, repeated the flat rate policy, and told me the oil service kit alone cost $100 (demonstrating he hadn’t listened to what I’d just said). When I reminded him I’d supplied the parts, maintained my position the charge was ridiculously high, and exclaimed loudly they could kiss my… future business goodbye, he asked again what I thought I should pay. I said $200 would be a generous offer. Sneering with disgust, he told the rep to ring me up for that amount and walked away.
You might think I’d feel victorious about a transaction wherein I got to set my price. Instead, I felt an additional layer of anger. To me, that willingness to cut the original fee in half betrayed a clear awareness it had been grossly inflated. Even the final amount was more than fair. This was like having my home robbed, catching the thief at my property line, and having him drop the goods and run off. The fact I ultimately didn’t lose anything wouldn’t erase my sense of violation. Of course, I’d have been even madder if I’d had to pay $400 to leave with my motorcycle, but I don’t think there’d be any difference in my resulting mistrust and contempt for this dealership.
I must admit I had reason to expect they’d gouge me—again. I’d had several bad experiences at this dealership in the distant past, even ranting about them in columns I wrote long ago for Motorcycle Consumer News. I would have never bought another new bike there, except this one was advertised at a steep 25% discount. During the purchase process, I learned $1,000 of that was a factory rebate, available anywhere the bike was sold, and most of what remained was negated by an insanely high fee for freight and dealer prep—a charge three times what other dealers quoted me. After giving up on any meaningful debate about their laughable justifications for this charge, I finally just made an out-the-door offer and they got close enough to seal the deal. During the paperwork completion, I had to endure an unctuous half-hour of persuasive efforts to sell me an extended warranty, a maintenance contract, special insurance policies for theft, battery, tire and wheel replacement, all at sky-high prices and with precious few coverage details. When I declined, they offered these “value-added” packages again at significantly lower prices, but still more than the risk/ reward ratios would support. I’d passed the total idiot
test and moved on to the merely ignorant round of this game. I felt like I’d been sucked into one of those time-share sales campaigns disguised as a free cocktail party.
Experiences like these are why dealerships tend to get such a bad rap. They leave knowledgeable customers in need of a shower afterward to clean off the slime, and they establish a suspicious, adversarial relationship going forward. Those other two dealerships I mentioned get lots of business that leaves the one closest to me, and it’s easy to see why. However, even though many customers decide it’s better to drive further to get good treatment, there must be even more people who blindly accept the inflated pricing and nonsensical justifications this dealership tried to foist on me. Even if the dealer eventually backs down, they’re still only dropping to something close to reasonable, not a deal that inspires gratitude and loyalty. I wish this business model didn’t work, but apparently it does, at least enough to keep such an operation running.
Unfortunately, dealerships with genuinely wellinformed staff who treat customers fairly and respectfully seem to be a small minority. I commonly know more—much more—about the motorcycle on the showroom floor than the salesperson trying to convince me to buy it. Parts staff often know little, if anything, about what they’re selling, and complain that too many customers get what they need online. Who wouldn’t, given how much more the dealership charges for the very same thing that still must be ordered and waited on? I’d much prefer to buy locally, even at a somewhat higher cost, if I could run down to the shop and get what I’m after. A price premium for keeping inventory on hand and hiring/training staff with some real expertise makes sense, but not otherwise.
In sharp contrast to the dealer complained about here, I’ve been to others that left me feeling great about our interactions. I’ve bought bikes at far away stores that had no hope of me ever returning, yet were completely sensible and straightforward in dealing with me. Some folks on the sales floor, or behind the parts or service counters, have impressed me with their encyclopedic knowledge of whatever topic I brought up and their generosity in sharing it. When questioned about a price, part or procedure, they supplied meaningfully detailed and compellingly legitimate explanations. As consumers, we have a duty to ourselves and the larger motorcycling community to vote with our wallets for dealerships that provide quality customer service and fair pricing.
Sadly, there will always be a substantial portion of the population who don’t know enough or care enough to expect decent treatment. They won’t travel the extra miles required to support dealerships that “go the extra mile” for their customers. I’m now ashamed to have been just such an indiscriminate consumer myself in this case. I let proximity be the deciding factor, when I should have given my money to a betterbehaved dealership further away, like I usually do. This experience was yet another painful reminder we must be vigilant and diligent, even when tempted by convenience and marketing ploys, or we’ll reward those who exploit us and deny business to others with integrity who truly earn their keep.
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.
the easiest thing
By Ron Davis #111820
I did a little inventory the other day and found that over the last 10 years or so I have written around 100 columns for BMW Owners News, plus about 60 Member Tested product reviews and a pile of features on events, travel destinations, and amazing fellow MOA members. It was one of those eye-opener moments, like the day my boss told me I had been teaching for 40 years—just couldn’t be true! But, you know, of all those columns, in case you might think I’m boasting, writing about motorcycling just hasn’t been very hard.
I don’t think I have ever set out on a ride with the intent of coming up with a new story; when you’re on a bike, well, things “just happen.” For instance, I never thought just stopping to gas up my R 1150 R one afternoon would prompt an old guy to saunter over and tell me a story about his brother burning up a Bonneville. It seems his brother had saved his farm chores money for years so he could buy a Triumph as soon as he was old enough to get a license. The first day, he tried taking the bike up a hill on a dirt single-track, and he flipped it, gas leaking out and setting the farm woodlot on fire. When the blackened hulk of a bike was brought home lifeless on a hay wagon, his dad said, “Yup, education can be expensive.”
Or once when I bunked at The Hobbit, a sort of camping and cabins place on the West Fork of the Kickapoo in the heart of Wisconsin’s driftless area, who would have guessed I’d meet another BMW rider. As we watched the stream gurgle by, he and his wife shared with me a few Big Two Hearted ales, some smoked Brown Trout, and a story about when his Slash Six had gotten blown off the highway in Utah. (Result: one dislocated shoulder and a broken nacelle.)
Yes, things happen when you’re riding that don’t when you’re driving just because, I guess, you’re so “exposed.” Back in the 2010s, on an early spring run, I never guessed (or maybe refused to consider) that I’d run into snow squalls with flakes as big as half dollars. Walking into a convenience store, my snowman appearance brought disbelief and not a few grins from the other customers and the clerk who tried to sound serious when he said, “Took the bike, huh?”
Taking the bike instead of the car resigns yourself to expecting the unexpected, and as a moto-scribe, I can’t think of any greater solution to writer’s block. A simple, in-town errand turns into an evasive maneuver when a rusted pickup ahead loses a wheel. A rally trip is interrupted by white smoke emanating from the bowels of my Funduro when a coolant hose blows. A sandy intersection causes a
slow-mo low-side and a cracked J.C. Whitney helmet. A doomed group ride with two other bikers and their girlfriends ends suddenly when a driver runs a stop sign and puts everybody but me in the hospital.
Though I’ll mangle a line from Pirsig if I try to quote him, he was the writer who compared riding in a car to watching a movie and riding a motorcycle to being in the movie. And when you’re in the movie, the stories unfold, whether you’re prepared for them or not. How can you NOT write about the moment you realize coasting through town on a Honda 90 is not exactly the chick magnet you thought it might be? Or the realization that everybody drops their bike at one time or another and having onlookers around as you try to right a 452-pound R 65 in an oily gas station bay is a mixed blessing? How can you not write about the sublime feeling of cutting a long sweeper so precisely you only wish everyone could experience it?
In short, of all my meager endeavors in life, writing stories about motorcycling has been the easiest. Why not share your motorcycle experiences with Owners News readers using submissions@bmwmoa.org? We’d all love to hear about them, and Bill, Wes, Jose, and I would be glad to help if you’re worried your writing might need a little “fine tuning.”
Many of Ron Davis’ motorcycle stories are captured in two collections, Shiny Side Up and Rubber Side Down, available at any online bookseller.
Welcome our newest MOA members
Robert Abbott Edmonton, AB
Rodrigo Alarcon Melbourne, FL
Lesley Allen Morgan Hill, CA
Don Allen Bend, OR
Tom Allingham Brownsville, VT
Ismail Aly Fargo, ND
Ljupcho Angelokovski Hickory Hills, IL
Matthew Armbruster Kingsford, MI
Donald Arndt Burton, MI
Robert Atkinson Maple Ridge, BC
David Autrey La Pine, OR
Cesar Avalos Willow Springs, IL
Nicolas Aznar Plano, TX
Rodwell Bailey Upper Marlboro, MD
Greg Barber Redmond, OR
Mary Barkley Peyton, CO
Cynthia Barnick East Berne, NY
Jason Barr Arlington, WA
Steven Benedict Leonardtown, MD
Ryan Bennett Milwaukee, WI
Troy Bergman Creve Coeur, MO
Adam Bernstein Canby, OR
Micah Berry Springdale, AR
Dominic Biscardi Goffstown, NH
David Bivens Mechanicsville, VA
Michael Bloed Merced, CA
Zachary Bogert Leadville, CO
David Bonnheim Arroyo Grande, CA
Dan Bons Phoenix, AZ
Steven Borsos Houston, TX
Henry Botkin Jamul, CA
Kurtis Bower Redmond, OR
Greg Bowman Dalton, GA
Mark Bowman Ortonville, MI
Laurie Boyle Victoria, BC
David Brankin Evanston, IL
Patrick Broome Charlotte, NC
Derek Brown Sunnyside, NY
Rodney Bryant Murphy, NC
Charles Bullock Greensboro, NC
Gary Burke Guymon, OK
Phillips Burrill Lynnfield, MA
Wali Butt Carrollton, GA
James Byrom Manassas, VA
Charly Cabindol Algonquin, IL
Timothy Cady Indianapolis, IN
Janet Cagle Knoxville, TN
Mikel Carmenes Cavia Kentfield, CA
Nick Carver Bloomington, IL
Jaime Castro Sarasota, FL
Wes Chapman Andrews, NC
Shih-Yi Chen Bedford, MA
Theodore Childs Maple Valley, WA
Kevin Christenson Bellingham, WA
Christopher Christman Hummelstown, PA
David Church Albuquerque, NM
Bret Clark Palatine, IL
Jeff Clark Swan Valley, ID
Linny Clarke Bideford, Great Britain
Randy Clarson Colorado Springs, CO
Izaak Clendenning Wisconsin Rapids , WI
Garrett Clendenning Wisconsin Rapids, WI
Logan Coffey Vero Beach, FL
Patrick Cook Gatlinburg, TN
Paul Cooper Bakersfield, CA
Gene Cornwell Cabot, AR
Lisa Coston Jacksonville, FL
Jim Cox Tappahannock, VA
Stephen Cutonilli Port Townsend, WA
Duarte Da Silva Belleville, ON
Alan Daly San Marcos, CA
Ross Dargahi Bend, OR
Roger Darling Harrison Twp, MI
Randall Davis Kingston, WA
Warren Davis Bend, OR
Philip De Paula Jacksonville, FL
Jenny Dean Sisters, OR
Ken DeCook Tucson, AZ
Robin Deisher Fort Worth, TX
Mohit Deshpande Buffalo Grove, IL
Timothy Devlin Fredericksburg, VA
Nate Devos Atlanta, GA
Brian Deyling Strongsville, OH
William Diehl Park Ridge, IL
Frank Doherty Castle Rock, WA
Alejandro Dominguez Maple Ridge, BC
Richard Doucet Victoria, BC
Cynthia Downs Reno, NV
Bill DuBeau Florence, OR
Brett Ebner Croswell, MI
Clem Eggert Callander, ON
Daniel Els Zumbrota, MN
Jonathan Enchinton Phoenix, AZ
Robert England Felton, DE
Frank Ennes Murrieta, CA
Shawn Enslow Escondido, CA
Dennis Evans Lake Oswego, OR
Peter Evenbly Edinburg, TX
Steve Fischer Appleton, WI
John Fisher Richland, WA
Raymond Fletcher Winchester, MA
John Foster Seneca, SC
Roger Franklin Maryville, TN
Japheth Gahum Vernon Hills, IL
Aaron Gaither Macungie, PA
Dan Galliher River Heights, UT
Alex Gasper New Fairfield, CT
Ryan Gersbacher Placentia, CA
Todd Gilbert Auburn, AL
Ilia Golovin Deerfield, IL
Paul Gracy Saint Clair Shores, MI
Robert Green Boise, ID
William Green Portland, OR
Jesse Gregory Santa Barbara, CA
Randy Griffin Scottsdale, AZ
Lance Groff New Eagle, PA
Darry Grossnickle Leavenworth, KS
Ron Gruber Shelby, MT
Takoda Guerrero Winchester, VA
Chloe Haavisto Redmond, OR
Stephen Habl Ormond Beach, FL
Allan Halvorson Newberg, OR
Roger Hargimg Ashland, OR
Gerry Harlan Prescott, AZ
Paul Harpainter Murphys, CA
Michelle Harris Anderson, SC
Simon Hatcher St Cecile de Masham, QC
Buckley Hazen Fairbanks, AK
Amanda Hazzah Long Beach, CA
Michael Heinen Albany, OR
Hiroto Herman Oak Harbor, WA
Julio Antonio Hernandez Gonzalez
Ciudad de mexico
Dave Higgins Palm Desert, CA
Matt Higgins Bend, OR
Annette Hildebrand Colorado Springs, CO
Jourdan Hines Madison, WI
Glenn Hoffmann Lakeville, PA
Frank Howell Russellville, AR
John Hu Chicago, IL
Brandon Huey Sun Prairie, WI
Kim Huffman Golden, CO
Daniel Hunter Sparks, NV
Carol Irwin Calgary, AB
Robin Irwin Calgary, AB
William Jackel Antioch, IL
Patie Janater Albany, CA
Chester Jankowski La Grange Highlands, IL
Jagshakti Singh Jhelumi Seattle, WA
Chris Johnson Puyallup, WA
I am originally from Wisconsin, yet recently moved to western North Carolina mainly for its natural beauty, but also the fabulous riding this area offers. I had ridden in California where I spent a decade of my life, but nothing has rivaled the mountain roads within 2.5 hours of where I am.
I grew up riding in the dirt so I still maintain a couple of Japanese dirt bikes as well as a Harley-Davidson Road King. I always wanted to own a BMW for many reasons and chose the Grand America after test riding several touring bikes in their lineup. While I truly love this bike, and will gladly keep it, I am now looking for a dual sport, as that seems to be the best option for exploration in the mountains, where the blacktop ends. I look forward to attending some rallies and meeting many MOA members.
— Matt Tenley #237229
Charlene Johnson Salmon Arm, BC
Michael Jones Decatur, GA
Stan Jones Castle Rock, CO
Peter Juergensen Victoria, BC
Kari Juip Salt Lake City, UT
Tony Karimian Louisville, KY
Arkadiusz Karpisiak Streamwood, IL
Nick Katzenberger Oceanport, NJ
Andrew Kelhart Topton, PA
David Kelso Denver, CO
Brian Kerr Beaverton, OR
Steven Kleeberg Marietta, GA
Paul Kluga Palm Harbor, FL
Michelle Kluth Stevenson Ranch, CA
Matt Koch Prineville, OR
Mike Kochilla Broadview Heights, OH
Steven Kohan Irvine, CA
Piotr Koniuszy Franklin Park, IL
Thomas Koziol Endwell, NY
Matt Kunz Batavia, OH
Jay Kurts Denver, CO
Joshua Kwiatkowski Dover, PA
Karl Lackler Colorado Springs, CO
Mark Lantz Bristol, WI
Ethan Lentz Prairie Du Sac, WI
Rod Lertola Okemos, MI
Kevin Livingstone Colorado Springs, CO
Rizalino Lopez Canoga Park, CA
Todd Love Athens, GA
Don Lyon Westfield, IN
Lanning Macfarland Winnetka, IL
Anthony Marchiano Naples, FL
Robert Markiewicz Hoffman Estates, IL
Ken Markle Baton Rouge, LA
Louis Martin Copemish, MI
Dante Maruca Sewickley, PA
Clayton Massey Johnson City, TN
Mark Masteller Logan, OH
David Mathein Vernon Hills, IL
Josh Matthews Eaton, IN
Anabel Matute Roselle, IL
Eric McBride Rancho Santa Margarita, CA
Ron McCoy Redmond, OR
Germarro McDaniel Warren, MI
Cheryl McGinn Calgary, AB
Timothy Melendy Lake Zurich, IL
Tiberiu Meszaros Waxhaw, NC
Robert Miller Rice Lake, WI
Ken Miller Dade City, FL
Steven Milstein Falls Church, VA
Mark Mohler Green Cove Springs, FL
Owen Mohn Colorado Springs, CO
Marco Molina Risco Bryan, TX
Isaac Montero Minneapolis, MN
Barry Moore Glendale, AZ
Jeff Morrell Portland, OR
Rick Morrison Ponder, TX
Tim Mroz Coquitlam, BC
Ryan Muller Bronx, NY
Pepper Murphy Round Lake, IL
Slobodan Najdovski Clarendon Hills, IL
Christopher Newman Charleston, SC
Karim Nurani Fort Lauderdale, FL
David Nuzum El Reno, OK
Patrick O’Brien Winnebago, IL
Ross O’Brien Raleigh, NC
Al Ochoa Kennewick, WA
Michael Olexa Sussex, WI
Lawrence Oliver Virginia Beach, VA
Hakan Olsson Kirkland, WA
Michael Oro Escondido, CA
Ozzie Ortiz Renton, WA
Earl Ott Westport, CT
Maria Pallitto-Lima San Diego, CA
David Parker Regina, SK
Frank Parsons Hobe Sound, FL
Luke Peters Nashua, NH
Brian Peters Doylestown, PA
Bruce Pietro Auburn Hills, MI
Justin Pittman Locust Grove, VA
Shravan Kumar Poulu Ontario, CA
Terry Price Decatur, GA
John Pritchard Bend, OR
R. Rabb Victoria, BC
Paul Rak Joliet, IL
Michael Ransome Marciac, France
Ed Rawlings Sunol, CA
Grant Razee Saint Charles, IL
Gary Rebensdorf Norco, CA
Jeanne Reincke Long Beach, CA
John Rennockl Mathews, VA
Francesco Renzo Menlo Park, CA
Jessica Revenko Northbrook, IL
Johnny Rivera Belvidere, IL
Colvin Riviere Ajax, ON
Wagner Rodriguez Phoenix, AZ
Kevin Romanski Franklin, WI
Ray Rose Vancouver, WA
Walker Rosenberg Chicago, IL
Leslie Rush Ridgway, CO
Noah Ryder Silver Spring, MD
Phillip Sanchez Oceanside, CA
Jonathan Saperia Santa Fe, NM
Larry Sargent Ottawa, ON
Clay Schmidt Auburn, CA
Joe Schrage Papillion, NE
Marcus Schultz Beaumont, CA
Carolyn Schurch Lake Mills, WI
Charles Scoville Elmwood Park, NJ
James See Enid, OK
Victor Seelall Larchmont, NY
John Selman Scottsdale, AZ
Larry Serfass Yankton, SD
Vasu Seth Delaware, OH
Dan Shaffer Lahaina, HI
Farid Shams Columbus, OH
Tom Short San Rafael, CA
Beau Sivy Longmont, CO
Joshua Skidmore Ogden, UT
I’ve been riding for about 10 years now, having started a bit later in life.
I currently own a Honda and a Harley, but have been known to ride just about anything! I have five adult children and three grandchildren and I love to travel and ride whenever I can while traveling. I’m a nurse and nursing educator, a certified yoga and breath work coach, a reiki master and the author of four novels, signed copies of which were available at my vendor booth at this year’s Redmond Rally!
At the rally I gave a talk called: “Motorcycle Rider Maintenance: The Basics” and I also offered free yoga workshops as well as offering 15-minute energy healing sessions to rally goers at my book table. So excited to be a part of this group! “
— Lynda Meyers #237284
Deidra Slough Morristown, NJ
Wade Smith Sunny Isles Beach, FL
Robert Smith Williamstown, MA
Eric Smith Puyallup, WA
Alexander Stamm Shoreview, MN
Will Stanton Santa Barbara, CA
Thomas Stewart Spokane, WA
Dave Stoker Bend, OR
Kimball Stone Colleyville, TX
Charles Stone Philadelphia, PA
Kurt Stoneking Vancouver, WA
John Strand Lake City, FL
Robert Stricko Centralia, WA
Thomas Studee Middleton, WI
Chris Surline Leslie, MI
Mark Symons Fredericksburg, VA
Ashley Symons Fredericksburg, VA
George Taddeo Martville, NY
Glen Tarilton Redmond, OR
Aris Tasho Winfield, IL
Connie Tee Sequim, WA
Taz Teng Springfield, OR
John Terry Apo, AE
Glenn Throne Marion, TX
Jerry Tone Reno, NV
Gianpiero Torraca Newbury Park, CA
Florence Tramoni McMinnville, OR
Stel Tserghanos N2V 2K6, ON
Tony Turner University Park, IL
Joe Valdez Susanville, CA
John Vaughan Omaha, NE
Peter Vegso Clinton, CT
Leon Velez Closter, NJ
Cj Ventura Seaside, CA
Kesavan Venugopal Columbus, IN
Kevin Washington Brighton, MI
Timothy Waters Elgin, IL
John Wellman Belmont, MI
Kent Wells Dongola, IL
William Westmoreland Lyman, SC
Steven White Sarasota, FL
Jim Wick Nashua, NH
Joleen Widmark Logan, UT
Jason Widner Sammamish, WA
John Weida Wauconda, IL
Wesley Wightman Hickory, NC
Aaron Wilbanks Yukon, OK
Sharif Williams Portland, OR
Rob Wilson Crozet, VA
Tyler Wingfield Fairview, OR
Alexander Wittman Aurora, CO
Chin Wong Newcastle, WA
Steve Worley Kennewick, WA
Brian Woydziak Poulsbo, WA
Ran Yaar Point Roberts, WA
Derek Yetter Burnham, PA
Greg Zablocki Ithaca, NY
Joe Zemaitis Sioux Falls, SD
WHEN & WHERE
For complete details on any event listed, please visit bmwmoa.org and click on the Rallies & Events tab.
9/4/2024 - 9/8/2024
11TH ANNUAL WAILIN’ WAYNE WEEKEND
Nelsonville, Ohio info@wailinwayneweekend.com
9/5/2024 - 9/8/2024
MIDWAY CAMP & RIDE
Midway, British Columbia events@valleybmwriders.com
9/6/2024 - 9/8/2024
BMW MOA KENTUCKY STATE RALLY Pineville, Kentucky rides4fun@bmwmoa.org
9/6/2024 - 9/8/2024
53RD ANNUAL WISCONSIN DELLS RALLY Wisconsin Dells, Wisconsin rallychair@wiscbmwclub.com
9/6/2024 - 9/8/2024
GREEN MOUNTAIN RALLY Goshen, Vermont waltonvt@comcast.net
9/12/2024 - 9/15/2024
MOTORRAD FEST AUTHORITY BIKE SHOOTOUT Lebanon, Tennessee becky.smith@bmwmoa.org
9/13/2024 - 9/15/2024
TUG HILL TURNOUT Lowville, New York camdengroup@icloud.com
9/13/2024 - 9/16/2024
LAND OF ENCHANTMENT
VAVARIAN MOUNTAIN WEEKEND Chama, New Mexico rallychair@loebmwr.org
9/19/2024
FOURTH ANNUAL LAUREL HIGHLANDS WEEKEND SPONSORED BY THE BMW MOA Somerset, Pennsylvania gsjay@kaplitz.com
9/19/2024 - 9/22/2024
PURE STODGE TOURING ASSOCIATION IOWA RALLY Elkader, Iowa pstarally@gmail.com
9/20/2024 - 9/22/2024
42ND ANNUAL LAST CHANCE RALLY
Wading River, New Jersey pjliskojr@gmail.com
9/27/2024 - 9/28/2024 MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org
9/27/2024 - 9/29/2024
37TH ANNUAL HOOSIER BEEMERS RALLY North Vernon, Indiana k12lts@gmail.com
9/28/2024 - 9/29/2024 CAMPOUT AT KLAMATH NATIONAL FOREST Nordheimer Group Site tourcaptain@bmwnorcal.org
9/30/2024 - 10/4/2024
SMOKY MOUNTAIN MAGIC TOUR OCTOBER 2024 Fontana Dam, North Carolina becky.smith@bmwmoa.org
10/3/2024 - 10/6/2024
OROVILLE CAMP & RIDE Oroville, Washington events@valleybmwriders.com
BMW Motorcycle Owners of Vermont 40th Annual Green Mountain Rally
September 5-7, 2024
Registration opens June 1
Come join us to carve the sweepers and streamside shaded twisties of Vermont. Enjoy cool mountain air as you soak up music from Snake Mountain Bluegrass Friday night and Vermont Blues Saturday. Dine comfortably on home-cooked meals in the screened hall or fire-lit pavilion. Self-guided gap rides and tons of gravel roads in and near national forest. Free hot showers, bonfire and great rally prizes from our sponsors: Max BMW Motorcycles, Aerostich, BMW MOA and BMW RA.
For more information contact: Daniel Walton, Rally Chair waltonvt@comcast.net
Joy, Rally Co-chair yippeee.joy@gmail.com
Registration information: https://bmwmov.club
10/4/2024 - 10/6/2024
CENTRAL OKLAHOMA BMW ROAD RIDERS ANNUAL CAMPING TRIP Talihina, Oklahoma jwozjr.traveller@gmail.com
10/11/2024 - 10/13/2024 COLONIAL VIRGINIA RALLY Wakefield, Virginia steve@slrimagery.com
10/11/2024 - 10/13/2024
49TH ANNUAL FALLING LEAF RALLY Steelville, Missouri rally-coordinator@gatewayriders.com
10/25/2024 - 10/26/2024
MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org
10/26/2024 - 10/27/2024 OCTOBERFEST Manchester, California tourcaptain@bmwnorcal.org
10/28/2024 – 11/9/2024
BMW MOA DAY OF THE DEAD TOUR WITH MOTODISCOVERY Oaxaca, Mexico info@motodiscovery.com
11/8/2024 – 11/10/2024 54TH SOUTH CENTRAL BMW OWNERS REUNION Fayetteville, Texas president@bmwclubofhouston. com
11/15/2024 - 11/16/2024
MOA PREMIER TRAINING IN GREER Greer, South Carolina membership@bmwmoa.org
Re-Psycle BMW PARTS
Complete Liquidation Auction
Online Absolute Action - All Lots start at $1.00 - No Reserve
Our 1st Online Auction Began July 10th, and runs to July 18th. After that there will be a new auction approximately every 2 weeks.
You can find the link to any current auction near the top of the Home page of the https://re-psycle.com/ website, or the Facebook Site “Re-psycle BMW Parts”. Also, you can email bmwparts@ re-psycle.com and ask for an auction update.
Once you have reached the “Rawns Auction Service” website, please read up on the Auction rules and policies, then register to Bid. Next, please read the shipping and Handling rules & Policies on our Re-Psycle, BMW Website.
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.
BMW Factory Shop tools, Work Benches, Motorcycle Lifts and Vintage & Classic BMW bikes: Complete BMWs, Project Bikes, Parts Bikes. Please check in regularly through the Fall & Winter to see what’s available in our next auction.
Whether it’s tech, industry or just for fun, Chasing the Horizon digs into the topics that matter to all riders.
chasingthehorizon.us
to you by
Brought
BMW Motorcycle Owners of America
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
Ted Moyer, Don Barletti, Chad Garcia, Dan Lindsey, Dennis Grzybowski, Thilo Spieler, Dale Brandt, Geoff Bull, Greg Tombragel, Jeff Holaday, BMW Motorrad, Dustin Silvey, Mark Barnes, Matt Parkhouse, Wes Fleming, Ian Feinberg, Glenn Throne, John Lloyd, Rhonnie Garcia, Jim and Kevin Swisher, Ron Davis, Phil and Karen Ager.
Executive Director TED MOYER | ted@bmwmoa.org
Chief Operating Officer BECKY SMITH | becky.smith@bmwmoa.org
Advertising & Commercial Promotion WES FITZER | wes.fitzer@bmwmoa.org
Membership Associate TONYA MCMEANS | tonya@bmwmoa.org
Membership Manager PAULA FITZER | paula.fitzer@bmwmoa.org
BMW MOA Headquarters 2350 Hwy. 101 South, Greer, SC 29651 (864) 438-0962
Membership in the BMW Motorcycle Owners of America is open to all riders, regardless of brand affiliation. Although we are united by the BMW marque, adventure-minded motorcyclists will find a home here.
Join today by visiting bmwmoa.org or call one of our friendly membership associates at 864-438-0962.
President BRIAN DUTCHER | brian.dutcher@bmwmoa.org
Vice President ADAM CHANDLER | adam.chandler@bmwmoa.org
Secretary CHAD GARCIA | chad.garcia@bmwmoa.org
Treasurer PHIL STALBOERGER | phil.stalboerger@bmwmoa.org
Director 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
There you Are! Phil (#54262) and Karen 93155112) Ager were looking for a ride-to-eat location at the Old Delina Country Store in Cornersville, Tennessee, but found this landmark instead!
