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DUSTIN SILVEY #224778
AN EXCITING NEW COLLABORATION
In 1972, I was a sixth grader at St. Matthew’s Grade School in Green Bay, Wisconsin, fantasizing about “riding the world” on my Rupp Scrambler and dreaming of my next bike. Seems some things never change. Saving every penny earned from washing dishes each Saturday at the family restaurant, I had my eyes on a shiny red Honda CT 70. With only a tattered sales brochure to strengthen that dream, for more than a year I saved everything I could. Finally, when I thought I had enough, I approached my father and told him what I wanted to do.
The old man had a few choice cuss words he would pull out as the situation dictated, and my sisters and I could usually guess quite accurately his anger level based on which words he used to emphasize his thoughts.
“Hell no!” he exclaimed. “I remember Pearl Harbor, and you aren’t getting any G** D*** motorcycle!”
With that, my dreams were crushed.
A week or so later and possibly sensing my depression, he told me to, “get in the car, we’re going for a ride.” I had no idea where our faux wood-paneled Chevy station wagon would take us until we pulled into McCoy’s Harley-Davidson. It seems Dad had been doing a little reconnaissance on his own. Inside the cluttered shop, next to a new Electra Glide and hovering above the oil-stained floor, sat a baby Harley-Davidson–an X90. My smile could not have been any wider.
As I sat on the bike, twisting the throttle and planning my next adventure, Dad cut a check. Soon, the little Harley was in the back of the wagon, and we were heading home.
I traded in the X90 for another Harley, an SX175, a few years later. With my friends riding Hondas and Yamahas, I could sense a chink in Dad’s armor; he finally relented, and the SX175 was traded in for a Yamaha.
1972 was also a significant year for our organization. As described in the October 2022 issue of BMW Owners News, the formation of the MOA was not without adversity.
Initially conceived by then President Bill Harmer and Director John Moore as a “loosely knit affiliation of clubs,” the goal of the MOA was to help bring BMW riders from across the country together. As time passed and to the chagrin of the other directors, Harmer wanted the group to join forces with another owneroriented group in a lawsuit against the State of New Jersey to open the Garden State Parkway to motorcycles. The other directors had no desire to do so, and soon after, the five directors got together on a cold January weekend in Elmhurst, Illinois, to put the finishing touches on the BMW MOA bylaws, nominate officers, and plan for the first election.
Knowing what I do about BMW MOA history, I was surprised when I recently learned of the partnership the MOA and the American Motorcyclist Association have chosen to undertake. Fifty years ago, the BMW MOA was a passionate group of about 300 BMW riders looking to create a national club where like-minded men and women, who were often few and far between, would be able to communicate with each other. The last thing on their minds was getting involved in politics. Much has changed in the years since.
In his President’s Column on page 8, Brian Dutcher explains that our collaboration with the AMA offers many benefits. The first is access to their nearly quarter million AMA members and the potential for adding to MOA membership numbers. Additionally, our support strengthens the AMA’s position in dealing with governmental legislation, including hot-button issues like the Right to Repair and stricter distracted driving and lane filtering laws.
While this collaboration could not have taken place 52 years ago, the current motorcycling landscape is much different today. As Brian says, this is a win-win opportunity that will benefit all of us and our club.
Heading West with an Old Friend
Jeff Chapman packed his bags, loaded them on to his 1970 R 75/5 and headed west from his Minnesota home. Jeff captured this image somewhere in Colorado during his 3,200-mile adventure.
BMW MOA and the ama announce historic partnership
By Brian Dutcher BMW MOA President
Yes, you read that correctly. I am thrilled to announce that we have formally established a partnership between the BMW Motorcycle Owners of America and the American Motorcyclist Association.
Why is this such a big deal? Well, I’m glad you asked.
First, the BMW MOA is a membership-driven organization, and it is no secret that our membership has been stagnant to slightly declining over the past decade. The two primary factors contributing to this reduction are members aging out and no longer riding and a shrinking population of new riders. Just like your bank account, if the outflow is greater than the inflow, you are on a downward path financially that can only be sustained for so long. While we are far from anything dire or terminal, part of the BoD’s responsibility is the strategic planning for our long-term future, not just next week.
By gaining immediate access to the 225,000 members of the AMA, we have an unprecedented opportunity to grow our club substantially. Even if we only convert 3% of AMA members to MOA members, we will grow our club by about 6,750 members–a 28% growth. A healthy membership base benefits all members by increasing our purchasing power while lowering our operational cost per member. That means we can all enjoy the same great services we do today without enduring steep membership price increases.
Secondly, the BMW MOA wasn’t created to get involved with governmental regulations and relations. This provision was explicitly omitted in our founding charter back in 1972. As a result, we have never developed positions with the MOA to deal with government legislation. Believe me, during the past two years and especially the last 12 months, it has been evident that our members have sought support in dealing with legislative topics such as the “Right to Repair.” Because of our charter, we cannot respond to our members’ requests and our only option is to point them to other resources for help.
Contact Brian Dutcher at brian.dutcher@bmwmoa.org
Contact the MOA Board of Directors at board@bmwmoa.org
However, our new partnership with the AMA will provide our members with our nation’s most experienced and successful motorcyclist lobbyist entity. The AMA’s experience standing up for motorcyclists goes back to the 1920s, and their official Legislative Department was established in 1971. The AMA has had considerable success in educating lawmakers and blocking departmental or agency policies that could negatively impact the entire motorcycling industry and community. Today, the AMA Legislative Department has a dedicated staff of four experienced and registered lobbyists.
I’m sure some of you will ask, “What can the AMA do for me, an ATGATT rider?” Well, I’ll let you be the judge of that based on their 2024 efforts that include the Right to Repair, access to ethanol-free fuel and proper marking of E15 fuel, working with the National Highway Traffic Safety Administration on motorcycle recognition by autonomous vehicles, advocating for stricter distracted driving laws, supporting lane filtering laws, opposing motorcyclist profiling practices, and improving access to outdoor recreation on public lands.
If any of these topics interest you, fire you up and make you want to jump up and help, the AMA is the place for you to find guidance, support and even opportunities to volunteer.
This is the beginning of a mutually anticipated long-term relationship that will grow and flourish over the next several years. As you can see, it is a win-win opportunity that will benefit each BMW MOA member and our club as a whole.
My fellow directors know this has been my priority and one I’ve been putting a lot of my energy into for our members. What better way to grow and sustain our vibrant club than to introduce our passionate BMW riding community to all the AMA members? This is why I’m so excited about the enactment of this partnership. I’m confident that these actions will ensure the healthy vitality of both organizations and allow both to achieve our next milestone anniversaries of 150 and 100 years, respectively.
The future of motorcycle safety is the SafeMiles Endowment – an initiative of the MOA Foundation to establish a $1 million fund to guarantee rider training forever! No donation will be used for current activities or operations of the Foundation. Every penny of the SafeMiles fund will be spent on the future of motorcycle safety, education and training. Make a difference this Giving Tuesday by contributing to the MOA Foundation’s SafeMiles endowment. With your help, the future of motorcycle safety is in plain sight.
a change is gonna come
By Phil Stalboerger #196597 BMW MOA Treasurer
Since my last column, some of you may have heard Minnesota enacted a lane filtering/splitting law that goes into effect in July of 2025. I’ve had the pleasure of being a guest on national podcasts (including BMW MOA’s very own 200 Miles Before Breakfast with Wes Fleming), done numerous interviews with national groups, media stories and even led seminars at the BMW MOA Rally in Redmond. I’ve also had the pleasure of talking with many of you across the country, as well as lawmakers in other states that want help in strategizing how to make this happen in their state.
In discussing the how tos of effectively changing laws that benefit our motorcycle community, there is one thing to remember in all of this: Changing perceptions means there were perceptions to begin with. Often, those opinions were assumptions not necessarily based on facts or data.
One of the first things I remind people is that regardless of where you lean politically, please know this effort in Minnesota was a bipartisan effort, with a lot of support coming from different organizations.
In my opinion, more compromise and learning needs to happen with all of us, on a multitude of levels. As we elect new political leaders this year, I think we all need to think about our collective efforts going forward and challenge our own perceptions and help others understand our point of view.
There is something gratifying about changing minds and persuading people to think differently. Data, stories and facts are all key in that effort. Many of the legislators I talked to in Minnesota that
Contact Phil Stalboerger at phil.stalboerger@bmwmoa.org
Contact the MOA Board of Directors at board@bmwmoa.org
changed their minds admitted they were wrong in their initial assumptions. It takes humility to be able to admit when we are wrong, and yes, politicians can and have admitted they were wrong in their initial assumptions. We need to help others, too.
As a motorcyclist, I believe it is up to us as riders to respect law enforcement and not jump at the chance to filter or split before the law is in effect. It will take a lot of effort to convince non-motorcyclists on the road on the details of the new law and rules around it. Our Minnesota law set aside resources to fund an educational campaign, includes penalties if a car impedes our efforts and also provides for speed limits and restrictions on when we as motorcyclists can do this.
Now that the bill has passed into law, the real hard work of educating others starts. It will be imperative for us to not be vindictive when someone doesn’t understand. It will take humility and grace.
If you or your club want help or information on how to help your state enact something similar, feel free to reach out to me, and I can help steer you in the right direction. As our own MOA club changes, I hope we all take a step back and ensure that we are taking note of our own assumptions and perceptions. Accepting change with grace and dignity can sometimes be difficult.
As Sam Cook wrote in 1954, “A change is gonna come,” and I feel it’s up to all of us to work together to help others understand and help those changes be effective.
Top Left, Scott Hecker (224075) photographed his R 80 G/S along with a buddy's R 1250 GS Adventure along a gravel road near Black Butte, the highest peak in the Gravelly Mountain Range in Montana.
Middle left, A mural of pop singer Madonna on the City Market building in Bay City, Michigan, provides the backdrop for Mark Bartreau's (#215490) R 1200 RS.
Bottom left, Riding with his wife Tani, Feldy Rios (#173708) photographed their bikes on the backside of Mount Ranier while on a ride which took them from San Francisco to Victoria, British Columbia, and back.
Below, Bob Ryan (#106179) photographed his R 1250 GS at 3:41a.m. on one of the many nights when the sun does not set in Broselv, Norway.
Opposite page top left, While riding through Andalucia and Morocco last spring, Mark Larson (#188209) photographed the R 1300 GS he was riding on the road to Torcal de Antequera in Spain.
Opposite page top right, Roger Franklin (#238030) photographed his R 1200 RT just south of Stanley, Idaho along Idaho Highway 75 overlooking the Sawtooth Valley near the headwaters of the Salmon River.
Right, Finding some "pretty nice scenery" close to home, Ed von Euw (#129934) photographed his R 1250 GS with British Columbia's Mount Robson as its backdrop.
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.
RIDERTORIDER
Send your letters and comments to: editor@bmwmoa.org
stealership$
Mark Barnes is not entirely wrong about the excessive cost of a first service on a new motorcycle. Still, I was surprised by the vehemence of his article. This has been standard practice for all the manufacturers that I know of for a long time. One expects this when one buys a new bike.
While I do all subsequent maintenance to my bikes, I always take a bike back to the dealer I bought it from for the first service. I regard it as a way of establishing a relationship with the service writer, the person who will be in charge of any warranty issues for the vehicle.
I also note that Barnes took his own parts to the service department. That strikes me as like taking eggs to a diner and asking them to cook them up. Not the best way to make friends and influence people.
Lastly, articles like this make me appreciate the dealers in my general area. They are run and staffed by enthusiasts. My experience is obviously not shared universally.
Chip Colwell #100140 Bryn Mawr, Pennsylvania
Be Seen with Auxiliary Lighting
I liked John Lloyd’s article and learned more about this valuable topic of avoiding death! (Skills page 58, September 2024) Specifically, his comments about patterns and lighting are important and some added information could make those topics even more impactful. (“Let’s avoid impacts…”)
When shopping for auxiliary driving lights for my first BMW, a 1992 K100RS, I was advised to add the lights below my headlight and as far away as was practical. “Form a triangle, the bigger the better” was the advice by a
knowledgeable motorcycle instructor and former moto police officer.
I was told it was illegal in some countries to mount them in line with the headlight (Harley/cruiser style). The science behind it is that the human brain can judge your approach speed much easier as the triangle of light becomes bigger. In line with the headlight does not register the same recognition of your closing speed to that oncoming leftturning motorist, statistically the multi-vehicle accident that kills the most motorcyclists.
I bent aluminum flat bar stock and mounted it using longer brake caliper bolts. Many times while approaching that left turning vehicle, I would see the front end dive for initial braking, come up, then dive down again as the driver decided to wait for me to go past.
Not convinced? When I bought a newer BMW, I took those lights off to transplant them. I had a dinner to go to on a beautiful spring day. The new bike wasn’t ready, so I took the RS without the aux lights. That was the day a driver decided to pull out from a side street as I was approaching! I was aware enough to anticipate stupidity, cover my brakes and avoid an incident. (Thank you, David Hough and the Proficient Motorcyclist!) I installed them on the newer bike the next day!
Triangles of light help with John’s other comments about conspicuity and being a better, more noteworthy pattern to other drivers. Use them during the day and night! I wired one LED set directly to an ignition-on hot wire without a switch! Why complicate things? The draw is small and I always want them on!
Gary Cassill #149910 Sumner, Washington
thank you, mark
I wanted to publicly congratulate Mark Barnes for his superb article, “Stealership$.” He was spot on in this article. I, too, have been victimized by this kind of price gouging by a local BMW stealership. Thus, instead of taking any of my five BMW bikes to the BMW dealership located just 35 miles away, I ride 120 miles to a better, far superior dealership.
It’s a shame these stealerships exist at all in this day of greater visibility and exposure of fool stunts by a dealership. Kudos to Mark for having the fortitude to expose this problem where others may have been afraid to do so.
Danno Svaranowic Yorktown, Virginia
park-n-move thumbs up!
I just wanted to recognize one of the regular advertisers in Owners News. I purchased my Park-n-Move from AdaptivTech.com for my 2009 R 1200 GS the same year I bought my bike. The wheels finally gave out this summer after 14 years of use. I contacted them by email requesting pricing for new wheels, and they responded that they were under a lifetime warranty. Within a week, I received a new set of wheels.
Compliments to the folks at AdaptivTech on a great product and service.
Jim Lysaker #152686 Duluth, Georgia
big enough!
I am responding to the letter from Steve Poirier in the August issue of BMW Owners News regarding the larger size of BMW motorcycle offerings.
I am a fan of the K bike. I have owned a 1992 K 75 S for over 30 years and still enjoy it. I have logged many of my miles exploring great rides in Texas Hill Country and Big Bend. I have also had this 750 on a few multi-state rides and from central Texas, it’s a haul to get to another state. It does everything a bigger bike can do, and at 750cc, it’s all the power that I need.
For a time, I also owned a 2002 K 1200 RS, the larger sibling of the K 75 S. I enjoyed that bike as well, but I have kept the 750 because it’s big enough.
The 750, three-cylinder brick was only produced for a few years, as BMW opted to go bigger. The four-cylinder brick started life as at 1000cc then grew to 1200, then to 1300, and so on. Now the only new K bike available is six cylinder and I believe, over 1600cc.
Where is the starter bike in the K series? Or the R series for that matter? I would like to have something newer but not the steroid-pumped bikes that are in showrooms, and not an enduro. In my opinion, 750cc to 1200cc is plenty big enough for many motorcycle enthusiasts. BMW has done the same thing with motorcycles that pickup manufacturers have done with their pickups–everything bigger and faster. I agree with Steve that bigger is not necessarily better.
John Large #235609 Austin, Texas
nobody sees you
John Lloyd provides excellent suggestions on how to improve conspicuity in his article in the September issue of BMW Owners News, because motorists cause accidents turning left across riders’ paths. They usually say they did not see the approaching motorcycle.
Here’s the problem, and what you must do about it. You can take Lloyd’s steps, and many others, and STILL, they might not see you.
As taught me by fellow Dupont safety engineers when I started riding 50 years ago, you must pretend you are invisible. Why? Because you are to the guy who pulls out in front of you.
Take Lloyd’s steps to improve your chances, but never trust that guy in the left turn lane. Take the approach that no one sees you.
Joseph Baxter #214330 Fort Mill, South Carolina
saved by a HD dealer
Picture this: me on my 2016 K 1300 S Motosport and my buddy on his Moto Guzzi Stelvio.
After a week on the road exploring northern Wisconsin, my buddy and I were heading south towards home late one morning when I got a flat rear tire south of Oakfield on County Road D. It was just us, the wind and a rotting deer carcass in the field next to the road. We had to stand strategically to stay out of the aroma.
I called a nearby service shop listed in the BMW Owners Anonymous book, but I got a recording saying they were closed. Then, looking at GPS, I saw a building about a half mile away that was a tire repair shop. So, I walked over there and spoke with the fellow in the shop who told me he had sold his business and couldn’t help me. He suggested that I call a nearby Harley-Davidson dealer, Open Road, in Fond du Lac about 10 miles away. So, I called them and spoke with someone in their service department who agreed to come out and pick me up.
WE WANT TO HEAR FROM YOU!
Their service truck was a 14-foot box truck with a lift gate. This type of transport was ideal and I recommend this setup to every dealership. On the ride back to Open Road, the driver, Scott, told me that he was pretty sure Open Road would not work on my bike because of liability issues given that the bike was not a Harley-Davidson. So, this obviously started new threads of worry and concern for me during our ride north to Fond du Lac.
Scott took my bike and I to the Harley-Davidson dealership and the bike was left in the truck while the HarleyDavidson service writer started calling BMW dealers. The first dealer was located north of us and just about at our starting point that morning. Yes, they had the correct tire, but they couldn’t “get to it” for a week. So, the Service Writer called a second Beemer dealer, Moto Union, in West Allis. Yes, they had the correct tire and they were open until 5:30 (It was about 3:45 at that point). The Moto Union staff told me that if I get there before they closed, they would change the tire. Open Road was 62 miles north of Moto Union, so I asked if Open Road would transport me and the bike to Moto Union and they said yes.
Now the big question “How much for Open Road’s recovery services?” The answer was $50. I didn’t argue. The service call for me and my bike occupied the driver and truck for three hours. I was profusely thankful for all of the help I received that day.
My buddy rode his bike, and I was chauffeured. The tire and service were not cheap at $520.00, but the tire was new, whole, and holding air.
Another road adventure in the book.
Larry Pepper #52400 East Dundee, Illinois
Each month, the Rider to Rider pages of BMW Owners News detail the successes, failures, wishes and frustrations we all face as riders, BMW motorcycle owners, customers and individuals. As a BMW MOA member, these are your pages and we want to know what’s on your mind.
Got something to get off your chest? Tell us about it. Know a business that deserves to be recognized? Tell us about it. Got a riding or tech tip that we could all benefit from? Tell us about it. Got a suggestion for BMW Motorrad? You know the drill–Tell us about it! There’s only one rule and that’s to stick to the subject that brings us all here–motorcycling, so save political rants for Facebook! Send your thoughts to editor@bmwmoa.org and lets all work to build a better community.
ONE TICKET YOU PICK IT! AND
A grand prize package worth $49,940!
IT ONLY TAKES ONE TICKET!
On February 14, 2025, the winning ticket will be drawn in the BMW MOA Foundation’s One Ticket and You Pick It fundraiser. The winning ticket holder will have their pick of any new BMW motorcycle in the lineup along with all the factory installed goodies + $10,000 in cash to pay the taxes. It’s a prize package worth $49,940!
Order tickets online for $25 each or get five for $100. Tickets are on sale November 1 through February 7, 2025 at bmwmoaf.org or scan the QR code for easy ordering. You just might ride away on the bike of your dreams! ENTER TO WIN WHICH ONE WILL YOU CHOOSE?
moa partners with american motorcyclist association to grow membership and improve benefits
The BMW Motorcycle Owners of America and the American Motorcyclist Association (AMA) recently unveiled an exciting collaboration in a move set to bolster support for the motorcycle community. This partnership aims to promote the BMW MOA community to AMA members and leverage the AMA’s strengths in legislative and rider rights issues to benefit MOA members.
By joining forces, AMA and BMW MOA bring together a wealth of resources, knowledge and experience, promising to elevate the riding experience for all motorcycle enthusiasts. MOA members will enjoy discounted AMA membership and custom AMA membership cards. Additionally, MOA member interests will be represented through the AMA’s legislative and regulatory efforts. The two organizations will also be collaborating on membership growth initiatives and charitable activities, including the BMW MOA Foundation and rider education programs.
This strategic alliance marks a significant milestone in the motorcycle industry, uniting two prominent organizations for the betterment of all riders.
win a new bmw motorcycle in One ticket and you pick it fundraiser
The BMW MOA Foundation is back with its most popular fundraiser, the “One Ticket & You Pick It” giveaway. One ticket is all it takes to win any new BMW motorcycle in the 2025 model lineup, including the winner’s choice of factory installed options and $10,000 in cash to satisfy the tax man. It’s a grand prize package worth $49,940!
Tickets for the One Ticket & You Pick It fundraiser are on sale now through February 7, 2025. A winner will be announced live on Valentine’s Day, February 14. You do not have to be present to win, but you must purchase a ticket to be included in the drawing. Tickets are $25 each or five for $100. Purchase tickets online at bmwmoaf.org or call the BMW MOA membership office at (864) 438-0962.
Proceeds from the One Ticket & You Pick It fundraiser benefit the rider training initiatives of the BMW MOA Foundation. Over 400 Paul B. Training Grants, dozens of group training opportunities, and all rider training activities at the 2025 National Rally will be funded by the fundraiser. With every ticket purchased, you are making a difference in the lives of MOA members through rider training.
Complete contest rules and details are available online at bmwmoaf.org.
furchtlos motorcycle luggage now exclusive to bmw
moa members
MOA members can now elevate their riding experience by choosing from a wide range of rugged and stylish Furchtlos motorcycle luggage options. Featuring the iconic BMW MOA logo emblazoned on each piece, this partnership promises an unparalleled combination of style, functionality and brand pride. Each product has been meticulously designed to meet the highest standards, providing ample storage space and advanced security features for the modern adventurer. In addition to the premium quality and exclusive branding, MOA members will enjoy special introductory pricing on the entire Furchtlos range. Ordering is convenient and hassle-free online at bmwmoa.org/furchtlos.
Don’t miss this opportunity to equip your motorcycle with top-of-the-line Furchtlos luggage, that proudly flaunts the distinctive BMW MOA logo. Initial orders are being accepted now for delivery in early January 2025.
For further details and to place an order, visit bmwmoa.org/furchtlos today.
support the bmw moa foundation on giving tuesday
As we approach Giving Tuesday, an international day of charitable giving, there will be countless worthy causes vying for your attention and support. Of course, the BMW MOA Foundation is near and dear to many MOA members. Our non-profit foundation is dedicated to promoting rider safety, education and skill development within BMW MOA community.
There are several ways you can show your support for the BMW MOA Foundation on Giving Tuesday. The most direct way is to make a financial donation at bmwmoaf.org. Your donation can help fund important initiatives such as the Paul B. Safety Training Grant, the Clark Luster Safety Training Grant for groups and the SafeMiles Endowment. Another impactful way to support the foundation is by spreading the word. Use your social media platforms to raise awareness about the BMW MOA Foundation and the meaningful work they do. Encourage your friends and fellow riders to consider making a donation or joining the organization.
Ultimately, supporting the BMW MOA Foundation on Giving Tuesday is a way to give back to the motorcycling community and ensure that riders across the country have access to the resources and education they need to ride safely and responsibly. Join us in making a difference this Giving Tuesday by supporting the BMW MOA Foundation.
riding to alaska (and back) with hard cases by furchtlos
By Wes Fitzer #170126
My wife Paula and I did a “thing” after the MOA National Rally in Redmond this past June. We rode from Redmond to Fairbanks, Alaska, and back to test the MOA’s new luggage by Furchtlos.
Furchtlos, a German company whose name translates into English as “fearless,” is building BMW MOA branded hard and soft luggage for the R 1250 GSA and soon the R 1300 GS and soft and hard cases for various other BMW models. I took the opportunity to test both the hard and soft luggage lines on the 6,000-mile journey to and from Fairbanks through all types of terrain and weather.
I have owned and ridden three R 1200/1250 GS Adventures and totaled well over 100,000 miles on those bikes; all outfitted with the BMW’s aluminum hard cases. I have never owned or used any aftermarket cases other than these new BMW MOA-branded cases by Furchtlos. I have never owned a set of BMW aluminum cases where at least one of the three cases did not leak when riding in the rain. The water penetration has varied from slight to significant, and I’ve tried various home remedies, including silicone sealants on the joints. Unfortunately, I was never able to stop the leaking on my BMW-branded hard cases.
Over our three-week round-trip ride from Redmond to Fairbanks, Alaska, it rained half of those days. Most of the rain would last an hour or two, but we had two full days of heavy rain. On top of that, we also rode through untold miles of dusty, dirty roads, including more than 100 miles of dirt road on the Denali highway running east and west from Cantwell to Paxton, Alaska. As promised by our friends at Furchtlos, all thte bags were 100% water and dustproof.
Furchtlos cases maintain their water and dustproofing by using a thermo-molded plastic interior of the base and lid, which has an aluminum exterior. This design prevents water and/or dust penetration and allows damaged aluminum panels to be replaced without having to buy an entire new case. Swapping out the aluminum panels also allows for a color change if, for instance, you purchased a new motorcycle and wanted to match the color scheme of the new bike.
Thoughts from the Long Road
I absolutely love the Ranger Adventure side and top cases! The side cases are a bit smaller than the BMW aluminum side cases, at 36 and 31 liters, but that also slims up the back of the bike. Conversely, at 50 liters, the top case is substantially larger than the stock BMW case.
I also have a horrible habit of overpacking, which typically goes something like this: I lay out all the things I’m going to need, carry them to the bike and then pack them into my cases. My problem is when I see all the extra room I have and begin stuffing unnecessary items into the cases.
I found the Furchtlos hard cases to be sized perfectly for even my longer trips. I did use the inner bags, which are great because they are waterproof on their own and can be removed and strapped to the top of the case for extra storage, though I never needed that. The removable inner bags also make it extremely easy to carry my stuff into the hotel and get it back onto the bike the next morning.
The Furchtlos locking mechanism took a bit of getting used to, but after a few days, I realized how much more secure and logical it is. The Furchtlos Ranger cases open from the rear by key (separate key from BMW key). Then, when you close the lid, the case automatically locks, so there’s no more wondering if you’ve locked your cases when you go somewhere like a gas station, restaurant or hotel. After so many years of habitually checking each lock on my BMW hard cases, I’d usually find at least one that was unlocked. The Furchtlos system is much more refined. Another thing I found much easier with these cases is removing them from the bike. With the lid open, a simple push button releases the bag from the frame. The cases go back on the bike just as easily.
Durability
For anyone who has ridden the Stuart-Cassiar highway, you know what I am talking about when I say that road is a true test of a bike and everything attached to it. For those who have not, I am not certain I can adequately articulate how rough the roads are, thousands of miles of full suspension travel, often at enough speed to warrant a guttural “oomph” when you can’t avoid the deep crevice. It became a
running joke when we would be following an RV and watching its back end bounce ferociously up and down. Undoubtedly, someone would pipe in and say, “I’ll bet their forks and spoons are gonna be all mixed together.” Add in hundred-plus miles of the Denali Highway, and I believe we put the cases through a great test of durability, water and dustproofness, strength and functionality. As I’ve mentioned, I did not experience water or dust penetration or any other malfunction, which is a strong recommendation.
Quality
To me, the Ranger cases just feel sturdier. The combined injection molded plastic shelf with outer aluminum panels are solid. Had these cases been of inferior quality, it would have shown up at some point during the trip; it just didn’t happen. These cases took everything Canada and Alaska could throw at them.
BMW MOA Branded
The Furchtlos bags sport the BMW MOA logo, which always brings a smile to my face. This logo helps the MOA out not only through licensing agreements but also by increasing brand recognition–what could be better?
Case Specifications
The Ranger hard cases come in three different trim levels, depending on your preferences and budget, and four color options.
Cost
Furchtlos Aluminum Side Cases
The prices range from $319 each for the Adventure model to $279 each for the Premium model and $239 each for the Standard model. All models include a robust self-blocking hinge, double limit strips and a
GEAR
high-security lock. The Premium version adds the cast aluminum handles and a thermoformed inner lining which are highly recommended. The Adventure model includes a carbon lid and cargo fixation strips with 3M reflective decals adding a very nice premium look. All are available in 36 or 31-liters for high exhaust cut-out. Givi mounting frames allow a full 36-liter case on both sides.
Furchtlos Aluminum Top Cases
This 50-liter top case retails for $539 for the Adventure model, $489 for the Premium model and $439 for the Standard model. Again, the Premium or Adventure model is highly recommended since these variations include the cast aluminum handles, thermoformed inner liner and two-piece backrest. All models include a robust self-blocking hinge, double limit strips and a high-security lock.
Mounting Frames
Furchtlos luggage racks are available for Ranger cases for $189 and a very nice all aluminum top case mounting plate is available to securely mount the Ranger Top box, also for $189.
Ranger Inner Bags
Compatible with all Ranger side and top cases, this TPU high-frequency welded bag can be used as an inner case liner, duffle bag or extra cargo bag. It includes a shoulder strap and fixation straps and costs $149 each.
Where to buy
Visit bmwmoa.org/furchtlos to pre-order your set of Furchtlos luggage.
Wes retired in 2019 from a career in law enforcement as a Special Agent with the FBI after serving nearly 25 years. Like many, Wes grew up riding dirt bikes and a few street bikes through his college days. After marrying his beautiful wife Paula and starting a family, Wes gave up riding for more conventional modes of transportation. In 2007, Wes purchased his first BMW, a 2005 R 1200 GSA and has been hooked since. Wes was elected to the BMW MOA Board of Directors in 2014 and served two years as Treasurer and five as President. Wes remains active in the MOA, serving as Rally Chair for the 50th National Rally in Richmond, Virginia.
MOTORCYCLE CARRIER
2 - 4 Wheel Air Ride Cargo Carrier for Bikes, Trikes, SXS, Golf Carts, Wheel Chairs • 2 Point Mount to Pickup, 5th Wheel, Travel Trailer, Motorhome, Car, Jeep, SUV • Drive On One Side to Load, Drive Off the Other Side to Unload with Pullout Self Storage 8' Ramps, 24"High • 12 V Power Loader Available in Lieu of Pullout Ramps • YouTube: Sturgis Gerry Piercey 30-40 videos and movies
4' x 8' Pullout Drawer Under Deck
www.beemerboneyard.com
Conversations with independent mechanics, product developers and aficionados of the
New episodes every two weeks. Available on Apple Podcasts Spotify, Soundcloud.
Finding a lid that fits your cranium and riding style can be as challenging as finding the perfect pair of gloves for both hands, especially because everyone’s helmet needs, preferences and head shapes may be different
For this review, I’ll compare the Touratech Aventuro Pro Carbon against my current and recent lids which include Arai’s XD-3 and XD-4, Bell’s Moto 9 Flex and Moto 10 Sphere, Klim’s Krios Pro and my Shoei Neotec 3. I’ll focus on the Aventuro Pro Carbon’s form, function and fit, looking to see if it can be an all-in-one helmet or just an average-at-everything and great at nothing lid. Let’s dive in and take a look.
Because what we ride can influence our experience, I tested Touratech’s Aventuro Pro Carbon behind the bars of four of my bikes including a 2011 R 1200 GSA with a medium Parabellum windscreen, a 2013 F 800 GS with a stock windscreen, a 2021 Husqvarna 701 Enduro and a 2016 KTM 500 EXC. My rides consisted of 200+ mile, mixed routes of pavement and gravel including in-town commuting, mountain roads, desert jeep trails and desert single-track all found here in Arizona.
The Touratech Adventuro Carbon Pro is manufactured by NEXX Helmets in their factory in Portugal and intended as a dual-sport, multi-configuration helmet available in five color options including Black, White, Core (a clear coat over the carbon fiber), Rally (standard Touratech black and yellow in a geometric pattern), and Sport, (BMW Rally or M-Series colors in a uniquely distinctive pattern). Although the helmet resembles NEXX’s X.WED3 model, certain features do not crossover to the Adventuro Carbon Pro. Three of these features include the Adventuro Carbon Pro’s x-foam crash bumpers, additional exhaust vents and the integrated sun visor.
Weight
The claimed weight of a large in the “Travel” mode is 1705 grams, but what I measured was 1771 grams. With only a 65-gram difference, I’ll call that close enough for non-scientific work.
Safety
The Aventuro Pro Carbon helmet is made to EU standards and has ECE 22.06 and DOT certifications. It also employs an easily identifiable Fast Release System (FRS) emergency check-pad removal system to assist first responders should the need arise. The chin strap uses a double-D ring closure and standard plastic retaining snap.
Sizing
Every lid I wear is a medium. Though some models require thicker cheek pads, I always use a medium. This lid, however, runs small–and not just a little. This large (listed as 59/60 cm) is one of the snuggest-fitting lids I’ve ever worn.
Riding Modes
The Aventuro Pro Carbon Travel helmet offers three “riding modes.” Travel mode includes the helmet’s peak and visor. Street mode removes the peak while retaining the visor. Off-Road mode retains the peak but removes the visor to allow for the use of goggles. The visor is easily removed and replaced with visor covers to ensure grit stays out and the goggle strap doesn’t snag. All configuration changes can be made in minutes without tools.
The visor includes a pin-lock insert, but I did not test its functionality while riding here in sunny Arizona.
Exterior Features
Made from a carbon fiber shell, eight intake and four exhaust vents move air through the helmet. All are sleek, low profile and work to move airflow efficiently through the interior without the expected higher level of noise. I don’t foresee any of these breaking or needing to be replaced through normal use, like those on Arai’s XD-3/XD-4. The Aventuro Pro Carbon also employs a goggle strap at the back of the helmet. Personally, I find these attachments more of a gimmick than helpful, but that’s just me. The goggle strap also just happened to line up perfectly with my goggle’s adjustment tab, which made me eventually give up on continually trying to play Tetris on the back of my lid and just forgo the clip.
Interior Features
A well-designed and produced Coolmax liner cradles your cranium while keeping you cool and dry. Wearing the helmet, I experienced a firm and very comfortable fit, similar to my Bell Moto 9 Flex and Moto 10 Sphere. It is a plush and firm finish, so it doesn’t feel like your cranium is stuffed into an overly soft cavity. The base of the interior, which is what faces down and possibly rubs against a neck brace, is also finished in a textured, ruggedized coating. This seems more durable for adventure and off-road riding elements than that from other manufacturers, who use thin and easily punctured vinyl or cloth material.
In the Box
Along with the helmet, included are several accessories which include a plush helmet bag, a peak extension, visor mechanism covers (used in off-road mode with goggles), peak attachment cover plates (street mode), a pinlock antifog visor insert, 2mm and 4mm Ergo Padding for fine tuning the fit, side and top mounts for an action camera (not tested) and an extra peak screw.
Recommendations
Test fit before buying to avoid returning a lid that’s too small.
My Evaluation
Regarding form, function and finish, I give the Touratech Aventuro Carbon Pro a 10 out of 10 rating. Regarding helmet fit, I give it a 9 out of 10. With the helmet’s large peak, I was expecting the usual aerodynamic disturbances I’ve experienced with other adventure and off-road helmets. However, this was not the case at all with the Aventuro Carbon Pro. In fact, I found this helmet to be the most stable adventure helmet I’ve ever worn, regard less of speed or crosswinds. The only more stable helmet is a full-face non-modular, which would be expected. I also found this helmet to be very quiet–not just for a well-ventilated adventure helmet but for any helmet. The expected wind noise is somehow dampened and is heard as a very faint, muted and low tone. All rides were done using the same silicon custom-fitted earplugs I wear with all my helmets.
With all of the helmet’s positive attributes, I still have three recommen dations for improvement. The first is not using a magnetic chin strap catch or the NEXX X-lock system. I think a premium helmet should ditch the plastic snap and use a magnetic catch. My second nitpick is with the rigid and nonadjustable chin bar. It was con stantly pushing into my beard (a little annoying) and made slipping in a drink tube mouthpiece very difficult (even more annoying when you’re hot and thirsty. Once removed (it wasn’t until I saw it listed as an accessory that I was confident to keep pulling on it), this wasn’t an issue, but I can’t assess how much cold air will infiltrate in the winter without it in place. My third issue is
the degree to which the first visor detent engages. It was too high for me, placing the bottom of the visor (the thick edge with low visual acuity) right into my line of sight and leaving me with two basic options: fully open or closed.
Is the Touratech Aventuro Carbon Pro the single, go-to helmet for those seeking multiple riding modes? I can unquestionably say yes. I believe this complete package can successfully fill the role of three helmets with no problem, that is, unless you have to match your kit across your different rides. For me, this helmet will retain a permanent place in my lid lineup and will get to experience many more miles on all my rides.
For more information, visit touratech-usa.com.
sharing the ride
By Jim Crum #48927
You’ve probably seen or heard the phrase “share the road,” but how about “share the ride?”
Living on the remote islands of rural Hawaii and very rural Bahamas, I miss my motorcycle when I leave home for an extended period. I own a 2017 F 700 GS in Hawaii and a 2013 R 1200 GS on Andros Island. I have always preferred using a motorcycle to meet my transportation needs, but I can’t just ride to my destination from these islands when I travel. While it is sometimes possible to ship my motorcycle between islands if that’s where my travels take me, it’s never a simple process, nor inexpensive. To address my longing for “two wheels to move the soul,” I have often rented motorcycles over the past 20 years.
In the early days of motorcycle rental, the only option was the occasional Harley-Davidson dealership renting their inventory. It was all right, and I got my motorcycle riding fix, as long as I was craving one of the Harley models they had available. Then Eagle Rider motorcycle rental would pop up at more and more locations throughout the country, so I started using them, too. It was more convenient and had a few non-Harley options. They were so successful that eventually, nearly all the Harley dealerships that rented began outsourcing to EagleRider for their rentals. Whenever I could justify it, I would rent a ride for a few days or even a week or more. When away, I use it as my daily driver like I do at home, but I would occasionally rent something smooth and comfortable and take a very long ride somewhere because long rides aren’t an option on an island. Invariably, the rentals would be Harley-Davidsons, but over the years, that has changed. Very recently, I have found BMW motorcycles
available in the Eagle Rider fleet. However, the rental locations for pick up and drop off are often not ideal or available in places I frequent.
Then I discovered Riders Share (riders-share.com), which came with a recommendation from my BMW motorcycle mechanic on Hawaii island. He is the only BMW-trained motorcycle mechanic there and works out of his house. He uses the Riders Share site to rent loaner motorcycles to folks who drop their bikes with him for a few days for repairs. He is renting his personal BMW bikes, so they are perfect for me and him. There are very few options for an Uber or Lyft from my very rural home, so being able to rent a loaner from him saves me lots of inconvenience, is less expensive than a rideshare if I could even find one and saves some wear and tear on my marriage and neighbor relations. I’ll bring my F 700 GS to him to work on for a couple of days, rent his R 1250
An F 850 GS rented in Connecticut.
GSA to toss around the island and see how the other half lives, and then swap back when the repairs are done. This also allows me to see if I’m missing anything having a puny-by-comparison F 700 compared to the mighty 1250 GSA.
If you’ve never heard of Riders Share, it was explained to me that it is like Turo, but for motorcycles. I had never heard of Turo at the time, which didn’t help me much. Still, Google and my friend let me know it is a platform where vehicle owners rent out their personal motorcycles to others and use the platform to broker the deal and handle scheduling, insurance, legal and other administrative overhead–similar to VRBO or AirBnB too, I guess. I was wary, but trusted my mechanic and liked the potential benefits, so I gave it a try!
The Riders Share booking experience is what you’d expect. You create an account and complete the things required to prove you are an actual human and motorcycle rider with a license and credit card. You search an area by city or state for options, filter by price, manufacturer, seat height, etc., and see what day or multi-day deals are available for your submitted date range.
The one thing that is unusual and jarring is the Damage Waiver selection and options for deductibles and security deposit. I learned from working for years at Hertz that the Collision Damage Waiver (CDW) is where they make their money. Consequently, because my credit card covers me and any deductibles if there are rental car damage issues, I always decline the CDW whenever I rent vehicles. Declining, however, is not an option with Riders Share. You must select a CDW option, and if you choose the lowest daily amount with the highest deductible, it will charge and hold $2,000 against your credit card at the time you book and will only be credited back to
you after the rental is returned and the owner signs off that all is in good condition. I certainly understand why they do it, and if I were the owner, I’d want to be sure the person renting had the cash to cover any damage to my beloved ride should something happen, so I’ve gotten over it, but it’s my one pet peeve. There is also a roadside assistance option that feels a bit pushy, but those are optional. I suspect these are the places where Riders Share makes their real money.
So, you go through all the available options on their website (currently, there is no app), scroll through the pictures, sort by price and a couple of other variables, then take a breath, finalize your selection and either get an immediate confirmation or wait for the owner to say yay or nay to letting you use their motorcycle in exchange for money.
I’m surprised by the range of people I have met who rent their motorcycles. I don’t think I could ever do that part–let someone else use my beloved ride I normally depend upon as my primary transportation–but I may be painfully monogamous in that way and perhaps have trust issues. I can save that thought for my next session with my therapist.
Once the ride is confirmed, you typically message the owner a day or so before pickup to confirm the location and contact details using the Riders Share messaging options. Some renters offer drop off and pickup at other locations, like an airport or even a Starbucks, and I will always share my cell so we can text each other, and owners have always shared back.
When the day and time for pickup arrives, you meet, confirm the motorcycle is what you expected, then both owner and renter take pictures and upload data to the web portal (so your phone must have Internet access in the location where you pick up and drop off) and share any additional info before you throw a leg over, head out and get the hang of your rental ride. I always like to take my time and ride around less congested areas for 30 minutes to test out or adjust the mirrors and get the feel of the handling, brakes, acceleration, lean angles, weight and seat height. Once I’m sure I can safely use the machine, I’m off on a new adventure, or perhaps an old adventure on a new-tome motorcycle.
Have you ever seen a Ducati or Harley motorcycle and found yourself tempted to “cheat” on your BMW motorcycle? How about a Triumph or an Indian or Royal Enfield? Well, here’s your chance!
I have wondered about the allure of a Ducati for decades but never really wanted to own one. So, on one trip to the island of Oahu, when my buddies were shipping their motorcycles over there strapped on
pallets and in shipping containers and having to load and unload and drop off and pick up at the ports, I went onto riders-share.com and searched and found a Ducati Hypermotard 939. A few clicks later, I had it reserved for pickup and drop-off at the airport. While my friends were getting a lift from the airport to the Honolulu docks to unload their cycles, I was already getting used to “my” Ducati. Of course, everywhere I went, I pretended it was mine because there were no stickers to indicate it was not. However, I liked returning home to my beloved, but somewhat stoic and reserved by comparison, BMW after my fling with an Italian work of art. I even came away with a greater appreciation for my long-term German adventure partner because of the experience.
On a recent trip to Connecticut, I decided to see what Riders Share had available in the area I was staying. Lo and behold, I found a late model F 850 GS available close by. It was similar to my four-year older F 700 GS, so it was easy to get used to and use, but it had all the newer tech and lots of new features for me to try out. I checked the weather forecast, did the usual steps in the Riders Share portal, and picked up this sweet ride.
I took it for an adventure through some back roads to get used to the newer features and somewhat taller seat and was even tempted to take it off-road or on the track, but I didn’t sign up for those additional options (well, taking it on the track is not an option). I opted for just taking a picture at the track to remind me of the fantasy. I got to try out cruise control and the better windshield this model sports, and I had the beautiful early autumn weather to enjoy much more fully. This owner let me use their top case and smartphone holder for no extra charge, so I now know and appreciate their benefits, too. Another advantage of these rentals is that my back takes less of a beating on a motorcycle than in a car, especially when I have to travel more than an hour. My chiropractor and physical therapist have recommended that I ride a bike versus driving a car whenever possible because it’s easier on my back, so it’s a win-win situation. Maybe a couple more wins are thrown in there, too, but you get the point.
At the end of your rental, dropoff is straightforward. On your phone’s web browser with internet access, you and the owner open the Riders Share web portal and go through your respective dropoff logging routines. Hand back the keys, submit your review, and it’s back to “four wheels to move the body” before heading home and waiting for your security deposit to be credited back to your credit card.
While I will always be glad to be reunited with my beloved BMW motorcycle at home and am happy with them as my choice of long-term riding partner and a monogamous commitment, I will continue to explore options for trysts with other makes and models when I travel. It is also a great way to do a long-term test of a motorcycle I may want to purchase before having to plunk down a big pile of cash, so I plan to use Riders Share for that strategy when it’s time.
If you have ever been curious and want to try out other types of motorcycles, want more adventure in your trip, or need to give your back a break from the rental car, I’d recommend Riders Share as a place to do it. Just remind your motorcycle(s) waiting for you at home that you still love them and buy them that new accessory they have been wanting when you get back.
Visit riders-share.com for more information..
Jim Crum is an avid motorcyclist, an active member of the MOA, a former MSF riding coach, a farmer and a podcast editor. He has a background in psychology, accounting and data analysis, and lives on the Hāmākua coast of the Big Island of Hawaii.
ANDALUSIA TOUR
GEAR DRY BAGS
There is a dizzying array of dry bags marketed directly at motorcycle riders, plus even more aimed at hikers, overlanders and other travellers. We recently polled our Facebook group to get an idea of which dry bags MOA members prefer—if your favorite dry bag was left out, it's only because you didn’t tell us about it. Be sure to join the Facebook group!
Touratech Extreme
Waterproof Dry Bag, $159.95
touratech-usa.com
Cram a whopping 50 liters of gear into this cavernous bag, and enjoy not just its waterproofness, but its rugged rubberized polymer exterior that protects it from scraps and tearing. A bright yellow interior (no matter the exterior color) makes it easy to see what you’re looking for. Add a carry strap ($39.95) for ultimate convenience.
“Expensive but worth the money. Does the job so well I purchased a second one.” –Edward Bonfoey III
Available with or without cinch straps, this rugged, MOLLEequipped waterproof duffle doubles as a backpack and allows access from both ends. Features a built-in pocket for tent poles, comes in four color schemes and an alternate 30L size ($430 w/ cinch straps).
“[Mine] have been crashed and trashed and remain in perfect condition.” –Cynthia Julyan
Giant Loop Tillamook Dry Bag, $299
giantloopmoto.com
Expedition sized at 48 liters, this roll-top dry bag pairs easily with GL’s Coyote and Great Basin saddlebags. Quickly converts to a backpack for off-the-bike adventures. The Rugged Bomb Shell™ fabric does all the hard work for you.
“Once packed, I can squeeze the air out [with the air valve] to make the bag as small as possible.” –Nick Eury
DrySpec D68 Modular Packing System, $314.98
dryspec.com
Includes DrySpec’s D20 saddlebags and D28 dry bag to make packing and organizing your gear a breeze; these bags feature radio-frequency welded seams and can easily be used together or separately. Available in black, gray and orange.
“I like the ability to just use [part of it] or expand it with the add-on D28. Love how it attaches, too.”
–Joe Sokohl
NRS Bill’s Bags, $179.95-219.95
nrs.com
Available in 65L or 110L sizes, Bill’s Bags have been around since 1977 and earned their reputation for toughness and utility by being simple and rugged. Technically backpacks (harness is removable), they are made with 21-ounce TobaTex and reinforced with 34-ounce TobaTex in key points. Cinch down extra space with built-in compression straps for safety and stability.
“River rats have had dry bags for decades, and river dry bags are far superior to anything sold by any motorcycle gear company.”
The Furchtlos Everest Duffel bag is designed to withstand the most extreme weather and climate conditions. The thin and flexible thermoplastic polyurethane material outer structure is high frequency welded and IP66 certified. This means no rain or dust inside – ever!
The easy roll top bag measures 22” long, 13” tall and 11” deep to hold 50L of gear. The Everest bag comes standard with convenient carry handles, a removeable padded lining, integrated molle system, an air release valve for easy packing and universal connection straps for any bike.
Available in carbon black, slate gray and arctic white, the Everest Duffel bag retails for $399 and can be purchased online with the BMW MOA club branding at bmwmoa.org/furchtlos.
a busy autumn
By Matt Parkhouse #13272
After a somewhat quiet summer in the backyard repair area, things seem to be picking up as the days become shorter and cooler. I just finished up my fifth gearbox in the last month which included a fellow who needed a replacement for a basket case project and then a pair sent to me to work on and return. I’m also getting a couple ready to list on eBay. Gearboxes have kept the bench occupied this last month.
I also had a couple of local folks bring Airheads by for various bits of work, one of which was a kind of pleasant task: the 1992 R 100 GSPD that had not seen many miles since I worked on it about six years ago. The owner sold it to a fellow in the Seattle area and wants to deliver it by taking one final ride. My part in this was to service all of the routine items so his ride wouldn’t be interrupted and also to present the new owner with a list of the work done.
The current owner, who lives very close by, rode it here and stayed as I drained the hot oils from the engine and driveline. A routine oil and filter change then became a puzzle when I tried to fit the new oil filter into the compartment–it just did not want to fit in. Finally, I glanced at the filter I removed and noticed that the rubber washer was missing from the filter body. I then took out my flashlight and got my head under the right-hand cylinder for a look. Sure enough, the missing black rubber washer was up inside the filter compartment. This problem was commonplace back in the early Slash Five days as the filters then did not have the built-in rubber washers. You had to install a pair of new ones every time a filter was replaced, and it was not uncommon for the inside washer to stay behind when the filter was pulled from the engine compartment. I still have a couple of long grabbing tools I made from welding rods in my toolbox drawer which I use to snag the rubber washer. In those days, I’d often run across an extra one or even two washers at the back to the filter compartment. With the old washer now out, the new filter went in just fine, and I finished the fluid changing. The owner then took off and left the bike for the next day. The big job was going to be checking the clutch. This GSPD had about 51,000 miles on it, and we had never gotten into the clutch. Airhead clutches are usually good for 60,000 to 100,000 miles, depending on how the bike is ridden. For both the current owner’s peace of mind and to inform the new buyer, we
decided to take a look at the clutch. It is about a three-hour job to get in and out of the clutch area. We had also decided to start the new owner out with a new battery to replace the one I installed six years earlier. I then ordered a MotoBatt battery (expensive but good quality) and started getting into the bike. The tank came off so I could access most of the bike’s electrics as I worked on the clutch. After the gearbox was cleared out of the way, I cleaned up a lot of the clutch dust and oil that had gathered in the clutch area. I measured the clutch disc at 5.50mm. New discs start at 6.0mm and are considered OK down to 4.5mm (and will usually work down to 4.0mm). I cleaned this one up, scuffed the two pressure plates with fine emery paper and reassembled the system with new bolts and washers. You can reuse the heavier 1970 to 1980 clutch bolts, but those used from ’81 and later are just too lightweight to do that. As the clutch went back together and the new battery went in, I looked the under the tank area. Starting in 1981, BMW introduced an electronic ignition system. Along with a trigger (the “bean can” at the front of the engine camshaft) and the coils, the system included an ignition module mounted to a heat sink on the right side of the main frame.
There’s an amusing story around the beginning of this system’s use. In 1981, the year BMW started with this set-up, the factory failed to use any (or at least enough) heat-resistant paste between the ignition module and the heat sink. Because the module could not shed the excess heat, when the bike got hot, the module would shut down to avoid damage. Then, after 20 minutes or so, the bike would cool down and start up again. The problem greatly frustrated the owners of the new bikes (and more than a few mechanics).
The MOA National Rally was in Rapid City, South Dakota, that July. I went up there and observed various BMW staffers cruising around the Rally, inviting the owners of the new 1981 bikes to come by the BMW display for a “quick updating.” The BMW folks would lift the tank, pull the module and give it a good smear of heat sink paste. I bring this up because tending to the ignition module is one of those “they don’t tell you” service items that should be done every decade or so. I was reasonably sure this GSPD I was working on had not seen this bit of service in a very long time, if ever. When I pulled the module and heat sink, it sure looked
like it had never been serviced since the bike was new. I separated the module and heat sink, scraped both surfaces with a razor blade and then dressed them with fine sandpaper and applied new heat sink paste. I was thinking of the fellow selling the PD bike, riding across the American desert in the heat we’ve been having. I’m very glad I took care of that for him.
Another new feature starting in 1981 was the pulse air system. The idea was that the exhaust pulse could be used to pull fresh air (with lots of oxygen) into the hot, unburned exhaust gasses. The first year, BMW did not set it up to be controlled by engine vacuum. When a rider decelerated, there was a pronounced “POP-POPPOP” as the system pulled air into the rich exhaust gasses. Many riders would slap duct-tape over the intake of the system that first year. As the years went by, it became apparent that this system was leading to premature burning of the exhaust valve due to that oxygen rich air ending up by the red-hot valves. People came up with various ways of blocking off the system. One kind of crude way was to pull everything off and then braze shut the part that screwed into the cylinder head. A more elegant way was to pull all the parts and replace the same part in the cylinder head with an Oilhead engine drain plug. A pair of the rubber timing hole plugs fit nicely into the holes at the air filter. I learned that the interior of the cylinder head part was perfect for tapping with 3/8-inch tap and threading in a 3/8-inch set screw. This kept everything in place and if you wanted to return things to a stock set up, you could remove the set screw.
A quick check revealed that the system on this Airhead was still functioning, so I got out my little modifier kit I assembled in the 1980s and installed a pair of blocking set screws.
As I continued to attend to a number of the small parts of a major service (along with the things they don’t tell you), another one of those secret service items is spinning off the exhaust nuts and reinstalling them with of a bit of anti-seize paste. I have what I call the “garland of shame” hanging on my shop wall–it’s about two feet of cut-off exhaust nuts that became frozen to the cylinder heads of various airheads in the past. Better to cut one off than try to force it off and ruin the exhaust threads.
After a few pleasant days, the bike was ready to test ride. A good test ride and adjusting the carburetors after a good warm up is the last bit of work. The bike ran very well, but when I started to balance the carbs, it would only idle on one side. The bike had been sitting idle for over half a decade, so I pulled all the jets and cleaned the passages. I did see a bit of water as I
One of those "nobody tells you" maintenace items. When BMW started with their electronic ignition systems in 1981, no mention was made of the need to have a bit of heat-proof grease between the ignition module and the heat sink it was mounted to. The result were bikes that would get hot and quit running as the module shut down. After cooling off for 20 minutes or so, the bike would start right up again! If you weren't aware of this, you could spend a lot of time chasing down this problem. Owners of '81 and later airheads ought to dig into the ignition module mounting every decade or so, to clean off the old heat sink paste and reapply fresh paste. I'm holding a scraped and sanded heat sink; the module is next to get the treatment.
sprayed carb cleaner into the passages. With the carbs cleaned up and making sure to start out with about one millimeter of cable free play, I set up the adapters I made to use with the shorting method I use to balance both idle and high-speed cable balances. The bike definitely ran smoother once I had done this quick task. My entire time with this bike was a pleasant bit of work, as I’m still working outside the shop in the early fall weather. While not in a hurry, I did want to get the bike back to the owner. I envy him the leisurely ride he’s planning to the Seattle area! Meanwhile, I have at least two more transmissions to go through. My goal is to have a good rebuilt example of each of the three Airhead gearboxes–the Slash Five four-speed, the 1980s version of the five-speed and an ’81 and later version.
Matt acquired his first BMW in 1972, upon his return from Vietnam. He hired on at Doc’s BMW of Colorado Springs in 1977. Since then, his life has been a mixture of travel, owning/ working in various shops, as a nurse, and being very involved in his local community. He has owned around 15 Airhead BMWs over the years, but his first bike, a 1972 R 75/5, is parked by the front door with 434,000 miles on the odometer.
why changing your oil could save your stator
By Wes Fleming #87301
I’ve written about batteries several times in the not-terribly-distant past, so let’s take an opportunity to look at what must happen to keep your battery charged up so it’s ready to start your bike any time you hit that little red button. We’ll get to the stator mentioned in the headline in a moment.
Your battery supplies electrical power to more than just the starter; its 12.X volts are being used continuously while you’re operating the motorcycle, and if you have anything as simple as a digital clock on your bike, then its voltage is being used when the bike is off as well. To stay in peak power, the bike’s electrical system must give as much as it receives, if not a little more.
From the beginning of the R 1100 generation until BMW boxers went liquid cooling and wet clutch, the R bikes had an automotive-style alternator, a big, heavy lump filled with moderately (for the 20th century) sophisticated electronics including a rectifier and a regulator, as well as windings of copper wire and other bits meant to generate electricity in the same way a coal-fired power station does—by spinning around an electromagnet to create a power source—just on a much smaller scale.
Inside the housing of the alternator—which gets its spin from a belt connected to the crankshaft— lies a stator (a large wire coil inside which a rotor revolves), a rectifier (which turns alternating current into direct current) and a regulator (which makes sure there is neither too much nor too little electricity, within limits).
To generate electricity (and thus charge the battery), the rotor spins a magnet, which interacts with the coil to produce electricity flowing one direction when the north pole of the magnet is at the top of the spin, and the other direction when the south pole is at the top. This direction-switching is why we call it alternating current (AC).
Of course, this is simplified, but from the stator, the generated electricity flows to the rectifier, which contains a series of diodes (theorized by a fellow called Clarence Zener in 1934 and later developed by Bell Labs) that only allow electricity to flow in one
direction. Moving through the rectifier thus converts AC to direct current (DC), which is what we need to keep that battery charged.
It’s important to know the rectifier uses Zener diodes, because they’re special in the world of diodes. All diodes allow current to flow in just one direction, but the reality of many circuits is that electricity will push back against the far side of the diode; we usually refer to this pushedback current as overvoltage. If the overvoltage is too much, the standard diode will fail, and in the context of a motorcycle, that would be bad. The Zener diode deals with overvoltage by discharging, or dissipating the excess current as heat rather than sending it on to the battery, which could cause damage. If you’ve ever picked up a battery charger in the midst of doing its thing, you might notice the unit is warm to the touch; the reason it is so stems from Zener diodes doing their thing in the rectifier inside the battery charger.
Beyond the rectifier lies the regulator; its name belies its purpose. The regulator’s job is to regulate how much voltage is passed to the battery. This is why the Zener diodes are so important: If the regulator decides the amount of voltage coming in from the rectifier is too much for the battery to handle, it pushes the excess current back.
In an automotive-style alternator, the heat generated by Zener diodes is dissipated by air, partly through the motion of the rotor (which moves air) and partly thanks to cooling ducts and/or fins in the alternator itself. (Knowing this is important in a few minutes, so please stay with me.)
Modern (liquid-cooled) BMW boxers—as well as most other BMW motorcycles besides K bikes—no longer sport these automotive-style alternators; rather, the charging components are located in various places inside the engine case. A standalone stator, as equipped on modern BMW motorcycles, is just a larger version of the stator contained inside an automotive-style alternator; it serves exactly the same function. A magnet on a rotor spins inside the coil, generating AC, which passes to a rectifier and is converted to DC; from there the DC goes to the regulator and on to the battery to keep it charged while the motorcycle is in operation.
Rectifiers and regulators are often contained in one
housing for efficiency, but they can be found as separate units in some motorcycle applications. In a motorcycle, then, the stator, rectifier and regulator are sealed inside the engine case and cannot be cooled by moving air. What cools them, then? Bueller? Let’s not always see the same hands!
That’s right—oil! We’ve discussed the lubricating and cleaning characteristics of engine oil here before, and in those same sentences I mentioned oil also cools internal engine components. The charging components are some of the things cooled by the engine oil, and this is one of the reasons why it’s so important to change your oil at the specified intervals. By changing your oil, you’re not just keeping your pistons, crankshaft and other parts lubricated, you’re also allowing your charging system to operate at peak efficiency by keeping its various parts properly cooled.
With 1200 and 1250 cc boxers, we have seen some number of stator failures since the platforms were introduced. It’s not a huge number, but it does happen. We’ve also seen stator failures—perhaps in higher numbers—in the parallel-twin F-series bikes. In the F bikes, especially the 700/800 and 750/850 versions, these failures happen often enough that we keep aftermarket spares on the shelf at the shop and at one point seemed to be installing them at the rate of one a month. It got to the point where George could diagnose a stator failure over the phone with about 80% accuracy.
There are any number of reasons why these stators fail, but for sure one of the reasons is operator error. I know! I’m blaming the rider—that is to say, YOU—for some (but not all) stator failures. Stay with me though, and trust that I’m trying to help save you from stator failure.
Oil pressure in a motorcycle engine correlates to a lot, but two things specifically: engine speed and oil temperature. The higher the engine revs, the faster the oil pump works, resulting in higher oil pressure. However, the hotter the oil gets, the thinner it gets, resulting in lower oil pressure. These two characteristics work in concert to keep oil moving throughout all the components inside the engine case, including the stator and rectifier/regulator. When you, the rider, run
the engine at too-low RPMs, the oil is not being properly moved through the system. By running your bike at low RPMs, you run the risk of starving the stator or rectifier of cooling oil flow, and over time this will lead to the failure of those components. Usually, the stator is the first to go, but not always. (As a matter of fact, if your stator fails, I recommend you go ahead and replace the rectifier, as it’s likely not far behind.)
By keeping your revs up while you ride, you can delay or even prevent stator failure in your motorcycle. Keeping the revs up in the context of a liquidcooled 1200 or 1250 boxer means cruising above 4,000 RPM as often as is possible. By regularly changing your oil, you can ensure the tiny passages inside the engine are kept clean and clear of debris and that the oil is functioning in an optimal fashion. BMW recommends changing the engine oil every 6,000 miles; regular readers know I change mine at 5,000-mile intervals because multiplying by five is way easier. Neither keeping your revs up nor changing your oil on schedule is difficult and doing them both together can help prevent a costly repair to your beloved motorcycle.
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.
WHAT DO YOU WANT THIS HOLIDAY SEASON?
We've got you covered with great gift ideas for the motorcyclist in your life.
Rev'It Dominator 3 GTX Jacket and Pants
Adventure riders have always loved REV’IT gear and found their fit, finish and protection to all be top notch. The Dominator 3 GTX jacket and pants will keep you dry when riding in even the heaviest downpours as well as cool in the heat of a Texas summer. Add your favorite mid and base layers for warmth. $1,199.99 for the jacket and $979.99 for the pants. revit.com
Wolf and Grizzly Campfire Trio
Compact, packable and classy, it’s hard to go wrong with this $190 package that can be used all together or separately. Comes with two small carry cases and sets up as an almost-11” square fire pit weighing 4.5 pounds. Stainless steel sturdiness means you can load up the grill with up to 30 lbs of cookware and food!
wolfandgrizzly.com
Beeline Moto II
GOAL ZERO LIGHTHOUSE MINI CORE LANTERN
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.
MSRP $39.95; 2-year warranty. Weighs 8 oz U goalzero.com SB- or solar-rechargeable 3200 mAh battery can service your small devices and likely mostly charge your laptop.
Many of us have GPS units on our bikes—surely nobody will doubt Garmin does brisk business with MOA members! But what if your bike is an Airhead, or maybe an R nineT or R 1250 R and it would just look ridiculous with a giant black plastic touchscreen sticking up from the handlebar? That’s exactly why I own and recommend the Beeline Moto nav unit. It pairs with an app on your smartphone and uses Google Maps for its mapping and routing, ensuring that as long as you have cell coverage, you have directions. Get the older Moto I for $180 or the new, larger Moto II for $220 and get where you’re going in style. beeline.co.com
Pike Trail Ultralight Compact Outdoor
Camping
Tailgate Chair
Paired with the Pocket Blanket, this chair can make your campsite the envy of all your friends (and some of your enemies as well). Made with aircraft-grade aluminum and rip-stop fabric means it’s light (2.2 pounds) and sturdy (holds up to 330 lbs). Pick one of six colors and snap it together in seconds to make sure your butt is always off the ground. Folds down to 13”x5”x6” and comes with a carry case. piketrail.com
Rev'It Kodiak 2 GTX winter gloves
I know—heated grips are amazing. No argument here! But my R 90/6 doesn’t have heated grips and sometimes I want to ride that little fella in January, which means I need great winter gloves. My choice is the $200 REV’IT! Kodiak 2 GTX, which are waterproof, windproof, breathable, insulated, armored and above all, comfortable! These would make a great gift for yourself or the rider in your life, enabling rides much deeper into cold weather than you might have thought. revitsport.com
Klim Krios Transitions Face Shield
If you’ve ever worn transitions eyeglasses, you know how nice it is to not have to pull out your prescription sunglasses when in the bright light. For riders, Transitions also makes “light intelligent” faceshields which do the same thing–changing from clear at night to dark smoke in bright light. Though not available for all helmets, if there’s a Transitions Faceshield for your lid you will like it. Expensive at $149.99, but very nice. klim.com
BMW MOA Lifestyle Collection
Basecamp Shirt $79.99
Embroidered with the BMW MOA Logo - Born from a constant desire to explore the outdoors, the Basecamp Long Sleeve Shirt is equally at home on and off the bike – whether as a layer under your riding gear or relaxing around the campfire. Moisture-wicking fabrics and practical features make the redesigned Basecamp comfortable and functional for almost any situation. moalifestyle.org
SBVTools 3/8" digital torque wrench with 1/4" adapter
Anybody who watches my tech videos on the MOA’s YouTube channel knows I’m all about using a torque wrench. Problem is, those things are big and hard to carry along with you on a trip! SBVTools comes to the rescue with their highly portable torque wrench, capable of clicking from 4 to 203 Newton-meters for your mental stability. It comes in a sturdy protective case for safe transport in your pannier. A little expensive at $109 but worth the cost! beemershop.com
MOA Lifestyle Collection
Women's Whistler Jacket $179.99
Embroidered with the BMW MOA Logo - The Whistler Jacket is a stretchy, windproof, water-resistant soft shell that takes the edge off chilly weather. Fleece backing adds warmth while flexible, breathable fabrics keep you comfortable even during physical activity. Add the women’s Whistler to your wardrobe to fend off any cold breeze. moalifestyle.org
Battery Tender 1500 Amp Jump Starter
Nothing sucks quite like being in the middle of nowhere with a bike you can’t start because the battery’s run down. You should have replaced it before you left, but you didn’t, so here we are.
Battery Tender has you covered for $150 with their 12V jump box rated for use with motorcycles. The 1,500-amp version also doubles as a 12,000 mAH power bank to keep your smartphone, tablet, USB-powered camp lantern or even laptop charged up. batterytender.com
REI Helix Insulated Air Sleeping Pad
Almost two bills ($170) might seem like a hefty price to pay for nighttime comfort, but three inches of insulated padding is sure to make your campsite slumber not just pleasant, but peaceful to boot. Dual valves make inflation/deflation a breeze, and it’s available in three sizes. The largest size weighs a shade less than two pounds and packs down to a 5.5”x10” tube, making it easily packed inside your pannier or duffle.
www.rei.com
Leatt 5.5 Body Protector
Used to be you could fall off your bike, bounce right back up and not feel a thing. Nowadays, that’s probably not the case and your ribs aren’t as break-resistant as they once were. Not only does the Leatt 5.5 Body Protector cover your ribs, but also your elbows, shoulders, back and chest to give you the confidence to ride places you otherwise might not. It’s also ventilated, and its wicking fabric helps keep you cool. Expensive at $349, but it sure beats the pain of cracked ribs.
leatt.com
Pike Trail Pocket Blanket
No chair at the rally concert? No problem! For just $28 (and available in six colors), this packable blanket provides a clean, dry place to sit wherever you go on your motorcycle adventures. At 56”x60”, you can use it as waterproof protection under most of your sleeping bag, too. Its rip-stop materials can be hosed off, a great thing if you have kids, dogs or mud in your life on a regular basis.
piketrail.com
BMW MOA Lifestyle Collection Inferno Jacket $99.99
Embroidered with the BMW MOA Logo - We built the Inferno to be one of our most versatile and comfortable pieces that excels at mid-layer performance as well as being the perfect every-day chill-killer. The perfect balance of warmth and lightweight, it is the mid-layer jacket that you can trust before and after the ride.
moalifestyle.org
RevZilla Gift Card
The perfect gift for that hard to buy for rider, a RevZilla.com gift card can be purchased as a physical card, or as an eGift certificate, in a variety of denominations. Gift cards can be found in the "gift" section of the website under the accessories menu, or by simply searching "gift card" in the search bar. revzilla.com
Furchtlos Top Cases
Offering a full 50L capacity, the Ranger top case is the ultimate ADV-bike storage solution. A cutting-edge hybrid case design made of aeronautic aluminum and high strength polymers, the Ranger top case offers superior lightweight performance in a sleek, rivetless structure. The soft touch double backrest guarantees ultimate comfort for the rear passenger. Cast aluminum handles double as additional tie down points and a robust self-blocking hinge with double limit straps ensure smooth and secure lid operation. The Ranger top case is available for $539 in aero aluminum, anthracite or cool white and a special introductory offer includes a free mounting plate for your application. Order online at bmwmoa.org/furchtlos bmwmoa.org/furchtlos
Helmet Head
Invented by the MOA’s own Brian Hinton and manufactured in Alabama, the Helmet Head is a bit of cold-rolled gear storage worth every penny of its $119 cost. Bolt it to the wall and your gear will never be on the floor or stuffed into a closet, where it can accumulate all sorts of smelly odors before you head out on your next ride. I put mine in the entryway of the house and every biker through the door wants to know where to get one. helmethead.net
BMW MOA Lifestyle collection Men's maverick down jacket $249.99
Embroidered with the BMW MOA Logo - The Maverick Down Jacket is lightweight and highly wind resistant, adding essential warmth to any situation. It’s packable for travel, versatile for use as a stand-alone jacket or under an outer shell, and features subdued sensibilities that make it perfectly suited as a motorcycle layer. moalifestyle.org
BMW MOA Lifestyle collection Halo Hoodie $159.99
The Halo Hoodie is a midweight stretch women’s fleece with moisture-wicking performance and a full-coverage three-panel hood for heat-trapping comfort. The full-zip fleece hoodie includes a stand-up collar and roll-over chin guard for added protection from wind and wet weather conditions. The regular-fit hoodie includes finished thumbholes for warmth and protection. moalifestyle.org
Heading Home
By Dustin Silvey
#224778
As adults without children, Janel and I don’t really go nuts over Christmas or spend the entire month of December on the edges of our seats wondering about what gifts might be under the tree. I remember as a child, the anticipation I felt on Christmas Eve was just too much to handle! My family would be at my grandparents’ house in Lillooet, British Columbia, having dinner before heading to bed for a few hours’ sleep before the big day. When Christmas day finally came it was always fantastic. My family took our time to unwrap our gifts, share some laughs, then spend the day enjoying each other’s company. After a couple of days and with the excitement of Christmas day gone, we would make the four-hour ride back home. The excitement was over.
I compare that to my first experience at a BMW MOA Rally in 2023. I was excited to be there, I had a blast while I was there, but then I had the short trek back to Washington D.C. on a rented R 1250 GSA, a flight back to Vancouver and then two ferries to get me home. All this excitement, and then a dull and slow return home in a plane and a car.
This year however, Janel and were able to ride to the rally in Redmond and take different routes to and from the rally. Not only did this allow us the excitement of riding for our entire trip, but it also gave us the chance to explore some of the best places Washington State has to offer!
up, I couldn’t believe how well she was riding. With literally no traffic, we had the whole road to ourselves and enjoyed the ride.
Our laughter ended rather quickly, however, when we realized we were almost out of fuel. Arriving in the town of Fossil on gas fumes, we couldn’t seem to find a gas station anywhere. We rode around the town for what felt like forever (it was likely 30 seconds) until we finally pulled up to a little station in the middle of town that didn’t look open. An older gentleman came out and started chatting with us. Unfortunately, I couldn’t understand what he was saying. I lived in Newfoundland for six years, and while there I became very good at understanding thick English accents, but this guy was sending me for a loop. I had to ask him to repeat himself several times. Once he and I got on the same page, Janel and I were able to fill our tanks, pay the man and continue on our way.
From there, the road until the Columbia River was full of twists and turns and very little traffic. We, of course, had to wrap up our last travel hour of the day on the Interstate. I don’t know if it’s just me, but I find riding on the Interstate draining. I can ride for hours on back roads, but one hour on the Interstate feels like days of riding to me, and not in a good way.
“There are still many white mountains to cross, but I am on my way home.”
Red
Dust, A Path Through China by
Ma Jian
As anyone who woke up in a tent in Redmond on Sunday June 16th knows, it was cold! Like, Canada cold! Janel and I had decided to leave a bit early that day as we wanted to ride back roads as we worked our way toward Richland, Washington. When we got on the road, the first thing we noticed was how many people were heading out on the Ochoco Highway going both directions–it was bonkers. It appeared others had the same idea as us in getting up and heading out early, or they were half frozen and just decided on getting up and going. After a short bout of rain, the cold did dissipate slightly, but the number of motorcycles just kept growing as we rode down the highway.
Needing a break, Janel and I pulled off at a rest stop in the town of Mitchell where we found other BMW riders thinking along the same lines as us. Everyone was friendly, chatting about where they were headed that day, either home on another adventure or to visit family. Refreshed after our break and some conversation, Janel and I then headed north on Oregon Route 207 and all traffic vanished. It appeared we had chosen a route others were not interested in riding. Initially, I thought this road would be boring. Luckily, I was pleasantly incorrect. Twists and turns through the hills awaited us and with so little traffic, we barreled down the road. At one point, one of my gloves began acting up so I told Janel to ride ahead, and I would catch up once I sorted it out. Normally, Janel despises being out front, but with so little traffic, she was gone! Not long after, I was ripping through the twists and turns to catch up to her and when I finally did catch
With the Interstate finally behind us, we arrived in Richland and were welcomed by the manager of the Lodge at Columbia Point. Located right along the Columbia River, the Lodge is the perfect location for exploring the beautiful wine country surrounding Richland. On top of that, when I asked where to park our motorcycles, the kind staff said we could just leave them under the awning in the front of the hotel. I love hotel staff that gets motorcyclists!
After we unpacked, Janel and I went down to the hotel’s restaurant and I enjoyed my favorite Mexican dish: ceviche. Since my first trip to Mexico when I was 22 years old, I have loved ceviche and will leap headfirst at any opportunity to dig into the wonderful lime, fish and onion flavors of this meal. The Lodge at Columbia Point didn’t disappoint on our meal and after a little bit of local wine, Janel and I went up to our room to prepare for the next day’s ride to Kenmore, Washington.
Kenmore is about a three-and-a-half-hour ride from Richland via the Interstate, but that wasn’t the route we were taking. Leaving early the next morning, we made the decision to ride Highway 410 past Mount Rainer, and after a quick gas stop in Yakima, we started our journey up into the mountains. Slowly, the road turned from flat plains to forested hills. Taking a break at a rest stop near the base of the mountain Janel mentioned that when we were riding in the shade of the forest, it was a bit on the cooler side. This led us to basking in the warm sun at the rest stop a bit longer, which allowed us to be nice and warm before we hit the cold mountain passes ahead.
Once we passed Naches Peak, the temperature really dropped. Even in the sun it was cool, with snow still stacked high up the mountain face. When I asked Janel over our COMMs if she still thought it was cold at the base, all I heard was a small groan. With warmth on our mind, we tore down the switch backs headed to
Snoquera and then Kenmore.
Each mile we got closer to Seattle and Kenmore the warmer it got. By the time we arrived at The Lodge at St. Edward Park, our accommodations for the next two days, the late afternoon sun was keeping us good and toasty. After we pulled into the lodge and checked in, we dropped our gear in our room, made a quick clothing change, then left to explore the forest surrounding the lodge with local guide and college professor, Jenn Dazey.
Since I was a child, with one exception, I have always found guided nature hikes to be a waste of time. I can see a tree and I can point out a bush, but I’ve always believed that unless the guide is going to show me something really cool, why are they there? Well Jenn, who teaches botanical medicine, blew me away with all her knowledge. We couldn’t go more than two steps into the forest trail without her seeing something she had a ridiculous amount of knowledge about. As we walked along the trails lit only by what sunlight could break through the thick tree canopy, Jenn would grab a plant, explain if it was edible or not, give us a brief
Left, A stop near Mount Rainier.
Below, My favorite Mexican dish, Ceviche!
Bottom, The beauty of the Lodge at St Edward Park.
history of how it has been used, and then either give it to us to sample or move on to the next one about a foot away.
My favorite story Jenn told was about how the roots of Stinging Nettle, when consumed, can prevent the swelling of the prostate (yes men, read that again!).
Upon hearing that, I made a strong mental note so that in the future, I don’t spend half my nights making trips to the bathroom. With the fear of getting old on my mind, we wrapped up our amazing tour and went back to our rooms to rest.
The next day, Janel and I had a simple breakfast before I geared up to ride with Quinton Stewart, Executive Sous Chef of The Lodge at St. Edward Park. Quinton was riding an S 1000 R, so before leaving the lodge I had to give Quinton a reminder that I was only on a 650, so chill on that throttle a bit! As we weaved out of Kenmore and into farm country, I enjoyed the twists and turns the roads offered. Quinton then took me through some smaller towns on the outskirts of the urban areas and after about two hours, we made our way back to the lodge. When we arrived, I thanked him for not leaving me in his dust. As we laughed, he asked if Janel and I had plans for lunch. When I mentioned we didn’t, he invited us to dine at the restaurant at the Lodge where he would put a meal together for just the two of us.
Obviously, when it comes to nice meals, Janel and I don’t pass opportunities like this up! Quinton introduced us to chef Luke Koplin, then quickly sat us down on the patio and began bringing us dish after dish of some of the best food either of us had ever eaten. We started
with some oysters that melted in our mouths as we tore each one from its shell. From there, we enjoyed something I have never eaten before, a Dungeness crab salad. It was far better than the pollock my uncultured palate was used to, and now writing about it, I just want to buy more! We then moved on to some delicious steak and an amazing pasta dish that was so rich, I thought I might just die happily.
As Quinton brought out our desert–some sort of chocolate gift from the gods–he joined us to chat about the area and working at the lodge. Quinton told us that working there was like hanging out with his friends rather than really working. To show us, he took us through the kitchen, while introducing us to all the kitchen staff. Later, Quinton and Luke took us to their on-site garden to sample some of the herbs and spices they grow. As we chatted in the garden, I slowly started to realize adventures like this are like one giant present. Adventures where we meet amazing people and see beautiful places are like the presents that never stop arriving. Instead, each day we find ourselves with new surprises, new friends and most importantly, a time to feel grateful for everything we have. I remember looking at Janel in the garden and just thinking how grateful I was at that moment, even if tomorrow we would have to finally head home.
Above, Janel and chefs Luke and Quinton.
Top left, On a guided nature hike with Jenn Dazey.
Places to stay and things to do if you follow our route:
The Lodge at Columbia Point
The Lodge at Columbia Point (lodgeatcolumbiapoint.com) is considered one of Richland’s best hotels, and the area’s only 4-Star property. Although it holds this status, Janel and I never felt that it was pretentious. Instead, the staff were kind, pleasant and were super interested in our motorcycle travels. The rooms are lovely, with a shower and bathtub, along with great views of the water. The wine is excellent, and don’t pass up on trying the ceviche! Basic rooms in the summer range from $189-229 US with suites in the summer around $349/night.
River Walk
Following the river walk into Richland is lovely and all you have to do is walk right out the door at the Lodge at Columbia Point. Very safe, with lovely people along the walk, you can see lots of wildlife, along with tourists watching as the river cruise boats sail up the Columbia River.
The Lodge at St. Edward Park
Interested in staying in a restored monastery? Want to have a chef who rides a BMW motorcycle prepare you an amazing meal? Well, have I got the place for you! The Lodge at St. Edward Park (www.thelodgeatstedward.com)is not only lovely and soaked in history, but it also has a chef that made me one of the best meals of my life! When you aren’t eating or sleeping, enjoy the many hiking trails that crisscross the forest surrounding the lodge. Even if you don’t decide to sleep at the lodge, take the time to enjoy lunch with Quinton, Luk and the team. I can’t recommend them enough.
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.
BY SAM Q FLEMING #195185
In 1888, Mrs. Bertha Benz loaded her two teenage boys on the back of an internal combustion engine-powered trike (built by her husband) and set out on the first motorcycle-adjacent road trip of all time. She had to buy fuel at pharmacies, invent brake pad linings along the way, and augment the power of the Benz engine with her teenage sons’ muscle power for some of the climbs. She completed the 66-mile journey (as a hooligan, as the trip was officially illegal) to prove to her husband (who didn’t know she was going to do it) and the world that internal combustion vehicles were viable.
Mrs. Benz also established the now time-honored tradition of all racers to follow in her footsteps, chasing budgets and better metallurgy: “Win on Sunday, sell on Monday.” Following Bertha’s example, many motorcycle manufacturers proclaim their bikes to be race ready, secure in the knowledge that the claim will rarely be put to the test.
At Laguna Seca in July 2024, Nolan Lamkin suffered the misfortune of totaling his BMW race bike in qualifying for the MotoAmerica Stock 1000 race. His team purchased the Alpha Racing M1000RR displayed at the San Jose BMW tent at the track, changed the fork springs and shock, and took a ninth-place finish, less than 13 seconds off the winner. No doubt Bertha Benz would be proud! Two days later I had the good fortune to test ride an almost identical Alpha Racing M1000RR at Sonoma Raceway.
It is worth contemplating, at the moment, the nature of being. If I remove the front wheel from a 1952 Vincent Black Shadow, do I now have two Black Shadows, each of which is missing some parts? Then, consider modern manufacturing. There is nothing physical in an iPhone actually manufactured by Apple. It is a sum of electronic components, assembled by a third party, and branded by Apple.
Bicycles use brakes, suspension, running gear and other parts from multiple brands, so the bike’s core identity is just the frame, which is also probably built in a factory along with frames for other manufacturers. But surely motorcycles, the purest of all industrial products, are different! Right? But then you look at a
dirt bike with its KYB suspension, Nissin brakes, Excel rims, Dunlop tires, third party ECU, body work made by a subcontractor and electrics from someone else. You might get all the way down to just the frame and engine again. In the forthcoming Chinese dirt bike era, even those might be made by subcontractors.
In this spirit of that contemplation, we have the Alpha Racing M1000RR. BMW originally delivered the bike I rode to Alpha as basically a non-rolling chassis, with dummy suspension and an engine. Alpha pulled the engine and put it on a dyno for a 3.5-hour break-in period. Meanwhile, they installed Öhlins front and rear suspension, plumbed the brakes without ABS, installed Alpha triples, rear sets, handlebars, wiring harness, Alpha/Motec dashboard, switch gear, brake rotors, ECU, subframe, bodywork and myriad other parts.
So, contrary to most brand manufacturing, Alpha keeps the BMW frame and engine and changes pretty much everything else. They assemble the bike over the course of four days, test it one more time, then drain the fluids to facilitate air freighting. In the USA, Alpha Racing has two distribution hubs: Top Pro in
Jake Skate and Sebastian Hofmann of Alpha Racing pose with the 2024 Alpha Racing M 1000 RR. A note about the winglets: Most powerful track bikes are capable of spinning the rear tire or wheelie-ing any time the bike is accelerating. Modern rider aids make this more manageable by removing power when the tire spins or the inertial monitoring unit (IMU) detects a wheelie. If you have aero pushing the front wheel back towards the pavement, the bike wheelies less, which means the ECU cuts power less frequently, which means faster lap times.
In the center, the OBD2 connector to interface with the unlocked ECU on the bike. Continuing clockwise, the connector is being held into a blank receptacle on the bodywork surrounded by the Alpha Racing subframe to which the carbon fiber muffler mount is bolted. Above that is the carbon seat pan and your author’s leg. Continuing around you can just see a glimpse of the aerodynamic front wing and the apex curbing of Sonoma. The Öhlins shock is nestled just behind the ride height adjuster, which is an unusual cylinder design.
The left bar controls menu modes for the electronic rider aids, the remote brake lever adjuster and the blue “No start” button for oil pressure priming and circulation. The Alpha triple clamps hold Öhlins-internaled forks with the Alpha-branded Motec dashboard up there in the front. The main power switch is on the left of the dash and you need to pull on the switch to switch it off. The right bar has the all-electronic throttle, a Nissin master cylinder and the starter button.
Although probably not cost efficient for most race teams, the optional carbon package installed on this bike is exquisite. The frame and swingarm are still aluminum with carbon covers. The foot rests are fully adjustable for position. Swingarm pivot position is adjustable as well, but that opens up a whole pandora’s box of chassis and suspension geometry.
Miami, Florida, and San Jose BMW in California. In 1974, the BMW R 90 S was as sporty a BMW as you could get. A pair of 38mm DellOrto pumper carburetors fed its air-cooled 900cc twin to 67 horsepower, which would top out at 124 mph with its wobble-inducing bikini fairing. Enthusiasts set about hot rodding these bikes, as well as other BMWs, with aftermarket frame braces, lightened flywheels, fork braces and myriad other parts. There were two main sources for hot rod BMW parts at that time, Luftmeister and CC Products.
CC Products (a contraction of Christopher Chassis Products) was the brainchild of Christopher Hodgson, who later became the owner of San Jose BMW, thus making San Jose BMW the absolute center of the world for performance BMW motorcycles, at least in 1985 in the mind of 18-year-old R 90 S-loving Sam Fleming in Washington, D.C. It was with a sense of reverence that your author stopped by San Jose BMW on his second cross-country motorcycle camping trip (in the spirit of Bertha Benz) to get a new rear tire in 1986. Your correspondent was thus deeply honored to be hosted by San Jose BMW’s current owner, Willie Hodgson, and his now-retired father Christopher Hodgson, at Sonoma Raceway and to ride a San Jose BMW imported 2024 Alpha Racing M 1000 RR.
I have built championship-winning race bikes. I have ridden championship race bikes. I have ridden more “ready to race” production street bikes on race tracks than I could possibly count. The Alpha Racing bike is—without a doubt—the finest track motorcycle I have ever thrown a leg over. The fit and finish is that of a high-end production motorcycle, while the ergonomics of pegs, clip-ons and seat were perfectly natural for my 5’ 10”, 175-pound meat chassis.
There are some dark truths about race/track bikes which few want to acknowledge. One: Ride-by-wire liter bikes, and many other ride-bywire bikes, are electronically throttle restricted to prevent the bike’s butterflies from opening fully and thus are restricting horsepower. The rider might be asking for 100% throttle at the grip, but the ECU only allows for 80% butterfly plate angle in the electronically-controlled throttle bodies. Two: The engines, when ridden aggressively, will usually not last longer than 3,000 to 4,000 miles. The former issue—that stock bikes have electronic throttle limits—is due to noise and emission compliance with Euro 5 and EPA regulations. This is usually overcome in the U.S. by replacing the ECU with a race version (which can be expensive and may require a new wiring harness as well) or by flashing the stock ECU (if
The front winglet couldn’t always keep the front wheel on the ground with the M 1000 RR’s prodigious power and Sonoma’s topographical rises, but the wheelie control built into the ECU meant the rider never had to back out of the throttle.
the stock ECU’s encryption has been cracked) with an aftermarket electronic throttle valve map. Controversially, both of these steps are a violation of federal law in the USA. The Chevron Doctrine notwithstanding, there is actually no carve-out to the EPA’s regulations for competition use. It’s a convenient fiction and mass delusion for us all that there is. (The Chevron Deference Doctrine was recently overturned by the U.S. Supreme Court, find more information at law.cornell.edu/wex/ chevron_deference.)
For the latter, all engines have their Achilles heel. It could be the 3rd-4th gear cluster, the shift drum, the cam chain tensioner or the valves. With the BMW S 1000 platform, it was historically the connecting rod bearings which gave up first, followed by the transmission.
Since 2019, Alpha, in a wonderful example of their forethought, installed a spark kill switch on the left bar to enable you to crank the engine with the starter button on the right switch for 10 seconds before allowing the bike to ignite. These 10 seconds allow the oil pump to pull oil up from the sump, through the oil filter, into the crankshaft main bearings, through the crankshaft oil passageways and all the way to the connecting rod bearings before applying any load to the engine. It also allows for priming of the engine with oil after an oil change when the oil filter is completely empty and needs to be filled before lubrication is available at the crank.
Alpha recommends a 1,500-mile tear-down to change connecting rod bearings, and a complete rebuild at 3,200 miles. Those numbers are in keeping with most modern racing liter bikes. However, my understanding of the world is that it is usually more efficient to purchase a new engine (in this case, for $15,500) than to rebuild; if it was me—and I often have poor
judgment—I’d probably use that pre-oiler feature A LOT, skip the 1,500-mile con-rod bearing change, and put that money towards the new engine budget. Then I’d run the engine until it started missing shifts or dropped a valve, and make the stricken engine into a coffee table. If I was racing for a championship, then that calculus changes—but such is racing.
Alpha installs their own wiring harness with an unrestricted ECU and their own dashboard as well. While competing street 1000s might be missing 35 hp due to ECU limits, the Alpha M 1000 is delivered with all 212 horses available at 14,500 RPM.
Fired up, the M 1000 RR engine sounds reassuring and purposeful through its Akropovič exhaust. Lifting the shift lever into first with its GP pattern (as delivered), all the sensations are “race bike.” The M 1000 RR was fitted with a Pirelli SC2 slick front tire and an SC1 slick rear. The voids in tires only exist to evacuate water or dirt so, on pavement, the most grip is delivered by a slick tire with no voids. Modern tires are a different animal that break from the older understanding of the tradeoff between “hard” and “soft” tires. Pirelli has rears from SC0 (soft) to SC3 (hard), but that isn’t really how they work. The SC0 needs to run at a higher temperature and, once there, it gives more grip. But if it drops out of its sweet temperature range (which is really high!), you get accelerated tire wear in the form of cold tearing. The SC3 works in broader temperature ranges but, because it is less focused, and its ultimate performance is a little lower than that of the “in temp range” for an SC1. The trick is to match the tire specification to the weather, the track and the rider’s ability to load the tire.
Sonoma Raceway is north of San Francisco and the day dawned foggy and cool, as is typical for the area. The 55-degree overnight temperature suggested it was going to be tough
The right control is an all electric (no cables) twist grip torque requester with a brake lever guard in case of collision with other riders. The cut out on the lever is to prevent wind resistance from causing the brakes to drag by applying the brake lever. Race wire wrapped around the grip ensures the grip doesn’t twist on the throttle tube.
keeping heat in the SC1 (which really prefers temps over 185 degrees!), and it did wear a lot in the cool morning sessions. On a race track, the surface of a tire might change temperature from 140 degrees to 300 degrees and back to 140 all in the space of a second or two. Rear tires get hottest at the entry to turns (from engine drag), and the side of the tire—which is not being used—tends to shed heat pretty quickly.
It was my first time at Sonoma. For fellow East Coasters, the track is kinda like a tighter Barber in that it has lots of elevation changes with blind crests, even shorter straights (compared to Barber), low top speed and is really busy. Given the tight nature of the track, the big strength of the bike was not its impressively powerful engine, but its 363-pound dry weight, competition geometry and suspension.
The Alpha bike had perfectly neutral steering and would tighten lines when trail braking. Sonoma is 95% smooth with just one strange “old pavement” garbage turn. Banging over the exit curbs of Turn 1 never upset the Öhlins-internaled forks or the Öhlins shock. There is one really long downhill left turn with a double apex leading onto the short back straight; the chassis handled it perfectly.
The track was too small to use anything past fourth gear, so the top speed was modest in an absolute sense. That means carrying less energy into the five hard braking zones on the track. All the potential energy that gets built up into the bike and rider when the throttle is opened has to be dissipated as heat into the next corner, and, with liter bikes, it can be tough to dissipate enough heat away from the brakes. The Alpha bike has a beautiful caliper cooling scoop built into the front fender but also has 7mm thick front rotors. The thermal mass of that metal helps suck away heat from the friction zone and also resists warping of the rotors. The metal in brake rotors can get so hot that it changes the crystal structure of the steel. When they cool down, the crystals are smaller and the rotors shrink onto their carriers and warp. These super thick rotors ain’t gonna warp!
I wasn’t a huge fan of the retention of the Nissin master cylinder, as the lever position would change from the pits (too close) to the track (too far out), but the remote brake lever adjuster on the left bar allowed me to change the engagement point on the track.
Although top speeds get all the glory, races are won and lost at the apex of every turn. The first touch of throttle at full lean is always the trickiest part of the track. Upsetting the chassis at that critical moment will lose time down the next straight. Overspinning a tire at that moment will cost drive. In the old days there was a lot of attention paid to slide cut in the carburetors and pilot jets. Then we got into progressively cammed throttle linkages so the first 10% rotation of the grip only opened the carburetors 5%, while the last 10% of the rotation maybe opened the entire last 20% of the carb. Trail tamer progressive throttles are still a thing in dirt bikes for riding technical single track.
Electronic Throttle Valve/Electric Throttle bikes all have ETV maps which allow tuners (or manufacturers) to specify that progressive concept to the link between the grip and the butterflies in the ETVs. Ideally you never want the engine to
produce enough power to overwhelm the tire and force the traction control to cut in. In practice, we all aim to have slightly more ETV than the tire can handle so the TC is being activated slightly as well. The ETV map on a stock bike might be limited to a maximum of 80% butterfly plate angle. We talk about a direct linkage of throttle grip to ETV as “1 to 1.” In low gears or when using rain maps you want a slower ratio of grip to ETV; in higher gears, you want to get closer to 1:1.
The ECU on the Alpha bike is unlocked, which means you can either choose from the ETV, traction control, wheelie and fuel maps that Alpha has developed, or create your own custom maps. Because the ECU is “race only,” the bike makes the full 212 horsepower when delivered.
But getting back to the crucial, full lean, low speed, second gear turn… Alpha lifted a trick from MotoGP by applying split throttle body mapping at this crucial moment on the track. The two left throttle bodies have one stepper motor; the two on the right have another. The butterfly plate response (or electronic throttle valve) maps can be programmed independently. The split ETV maps allow the bike to accelerate first with just two cylinders, and, as the rider takes away lean and the RPMs come up and the grip opens further, the other two cylinders catch up and deliver all the power the engine has been programmed to deliver in that gear.
The effect is a guttural raspy exhaust note when decked in second gear past the apex. The exhaust note was so foreign that at first I thought I was hearing a twin behind me. As I got accustomed to how docile the engine behavior was, I could get back to throttle earlier and earlier in the corner, which of course is the whole point.
My ego wanted to ride this bike at a familiar track, but as I turned early, or set the wheelie down past my brake marker (eek!), or ran up on fellow track day participants, I realized the bike itself was always doing exactly what I wanted it to do. Brake harder to miss traffic at an apex, OK. Turn late and try to get back on line, OK. Wheelie over a crest and let the electronics sort it out, OK. Not a single missed shift from the autoblip (which allows clutchless upshifts and downshifts), no brake fade, no head shakes, no running wide. It was, dare I say, easy to ride fast because you could forget about the bike and just ride the track. Even when the rear Pirelli SC1 had pretty much given up the ghost on the right side to the point where the rear of the bike was wallowing with a lack of side grip, positive throttle to set the bike back on the traction control straightened everything out and kept driving.
There were only three little things I think could be improved. The rear stand spools are in an awkward place, which means the stand is always hitting the rear caliper plumbing. Not many bolts on the bike are safety wired. If we were going to put this platform in an endurance race, we’d strip it again to drill and wire lots of bolts. And lastly, there is no fuel light.
Many manufacturers have a resistor in the fuel tank which sends an electrical signal once it’s uncovered by the fuel. BMW has a linkage with a float to be able to send a proportional signal. That linkage won’t work with anti-slosh foam in the tank—and it takes up room—so it is not included in the tank in
Alpha’s preparation. It sounds like a little thing, but my co-tester Jeremy Toye brought the bike back complaining of a sudden loss of power which caused about a 40-minute full electric diagnosis to determine the bike was running out of gas.
When my team won a couple national endurance championships on the S 1000 RR platform, we found the bikes to be robust and to have a pretty small set-up window. Jayson Uribe (top 2024 MotoAmerica Stock 1000 BMW racer) is racing a bike almost identical to the M 1000 I tested. Jayson shared: “We lowered the ride height to its lowest setting to get as much rear grip as possible. We also ended up running softer fork springs than I would have expected in a liter bike. They are still sensitive to changes so we make changes to, say, spring pre-load by 1mm increments, where on my other bikes we would have tried 3mm. It’s phenomenal though. I always feel like the bike has more in it that I need to try to bring out in my riding.”
Alpha offers the bike with a variety of upgrade packages based on the rider’s needs. The bike I rode has the carbon package (absolutely gorgeous but I probably wouldn’t run it for a race team on a budget) and the setup package, and goes for $58,320 out the door for an out-of-California buyer. Now, that price tag might seem steep but, as a jaded motorcycle racer and race bike builder, it’s pretty fair for the parts and, more
importantly, the time required for Alpha to develop those parts and build the bike.
Other available packages include a performance package, a pro race package, a sensor package (suspension travel and brake pressure), the aforementioned carbon package, the pitbox package, sprockets and chain package (allowing for gearing changes) and a spare wheel package, plus a few other things. All the parts are available from Alpha through San Jose BMW, meaning once you are in the ecosystem, you can service and repair crash damage from a single supplier.
Sam Fleming has ridden BMWs to 49 states, covering over 300,000 miles as well as winning multiple national endurance road racing championships on a brace of S 1000 RRs with his team, Army of Darkness.
This is the best bike the author has ever ridden on a track, and he’s ridden a lot of bikes on a lot of race tracks. There are some companion videos on YouTube about this bike and other motorcycle topics. Look on YouTube for the “Army of Darkness Motorcycles” video channel to see more.
the eyes of a rider
By John Lloyd #236695
It’s been a while, but I can still remember as a child my Mum (yes, I’m British) telling me to watch where I was going. Though it may seem obvious, the same applies to motorcyclists, though even more so than one might imagine. The number one advice given to new riders is to “look where you want the bike to go.” However, I don’t believe the importance of this statement is stressed enough or understood fully by even moderately experienced motorcyclists.
Have you ever experienced your motorcycle not tracking perfectly? That is, though you may be generally following the left or right track in a given lane, you find that your bike continuously deviates a few inches either side of your desired path? If so, then you may not be looking far enough down the road, but instead are focusing too close to the front tire. I find that focusing about five seconds ahead on a straight road, or three seconds ahead when taking a curve, creates the smoothest path. Give it a try. You might be amazed at the improvement in your ride!
The flip side is focusing on roadway hazards. Tragically, this is often a rookie mistake that can result in disastrous consequences. For example, when a rider is faced with a situation that introduces anxiety, they identify and fixate on a potential hazard and by doing so the bike tracks perfectly, right toward said hazard.
Within the scope of my work in motorcycle accident reconstruction, I have investigated several severe collisions where a solo crash was the result of an inexperienced rider’s fixation on a roadside hazard, such as a tree or traffic sign. All riders, including myself, have found themselves in similar situations. Training and experience allow riders to overcome their instinct to focus on the hazard, instead re-directing one’s eyes away from the problem and toward the solution.
I remember one incidence in particular where I was following an unfamiliar two-lane road down from the Blue Ridge Parkway into a valley. The weather was beautiful, traffic was light, and I
was having a great ride. As the bike descended and sped up, I realized I was entering a curve with far too much speed. Initially, I panicked and looked to the tree-lined edge of the road. But instead of fixating, I remembered my training. Turning my head and eyes to look through the turn, the bike gracefully and obediently followed, though sparks were definitely flying! Fortunately, my misconception did not lead to disaster. I certainly learned from this near-miss as I do from all of my motorcycling experiences in my pursuit of continuous improvement.
The eyes of a rider are perhaps your most important motorcycling asset. Understanding the importance of head and eye movement and looking far enough ahead to produce a smooth and enjoyable ride while at the same time being observant but not fixating on potential hazards are all key to a safe and successful motorcycling journey.
John Lloyd is a PhD researcher, whose career focused on the biomechanics of traumatic brain injuries for veterans of Operation Iraqi Freedom and Operation Enduring Freedom. Now retired, he consults on helmet technology and motorcycle accident reconstruction. John is also an avid motorcyclist with 40 years of riding experience and a proud member of the BMW MOA. Please feel free to reach out with questions or comments at DrJohnLloyd@Tampabay.RR.com
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breaking down - or not
By Mark Barnes, PhD #222400
Mechanical failures still occur, but modern motorcycles are generally quite reliable. Advances in engineering and manufacturing have given us machines that are often harder than their predecessors for DIY riders to work on, but they also need less attention—a debatable trade-off. There’s no ambiguity, however, regarding the increasing maintenance needs of aging riders. We may have fewer worries about our motorcycles breaking down, but we can’t escape concerns about our own inevitably declining mental and physical condition. Unfortunately, we’re not benefiting from any design updates.
Motorcycle owner demographics have been trending older and older. Obviously, there’s much to be said about the urgent need to bring new, younger riders into the fold. That said, we clearly must discuss the needs and concerns of our graying population, too. Ed Housewright’s new-for-2024 podcast series, “Riding into the Sunset” (bmwmoa.club/rits), has been wellreceived because many of us are increasingly interested in how aging affects our riding (and because Ed does a great job!). In my discussion forums at the MOA’s annual National Rallies, and in talking with other riders there and elsewhere, aging-related topics have been coming up with increasing regularity. The most common themes include a) how to extend our riding years as long as possible, and b) how to know/decide when it’s time to stop. Here I’ll cover some of the main points that have emerged in those conversations.
Riding Further Into The Sunset
It’s a welcome coincidence that the single best thing we can do to prolong our mental and physical fitness is one and the same: physical exercise, especially resistance training. Our bodies naturally lose muscle mass with age, even when our activity level remains constant. If we’re going to have the muscular strength to handle a motorcycle (even small ones weigh close to 400 pounds, and big ones can be twice that or more), we can’t afford to waste away. We don’t have to be bodybuilders, but we do need to be able to right a fallen bike using good form (see numerous YouTube demonstrations). Otherwise, we risk being stranded as a result of something as trivial as a parking lot tip-over. Overall fitness can be extremely beneficial during the act of riding, too. Aerobic stamina and resilience are
essential during vigorous riding, whether in the twisties, on the trails or during endurance-testing tours. Lower back strength allows us to maintain better form in the saddle, with less fatigue and pain—same with good flexibility/mobility. Even something as seemingly irrelevant as the range of motion in our neck can actually be a huge survival issue; if we can’t easily do a head-check for traffic in our blind-spot, we might ease over into the next lane right in front of an SUV. A robust body contributes to safety, performance and enjoyment on two wheels.
While it may be ideal to hire a personal trainer for custom-tailored programming, gym memberships can be cheap and include numerous class options, along with a vast array of equipment (don’t forget your local YMCA, which may be an excellent bargain). If you don’t want to leave the house, that’s fine, too. There’s an inexhaustible supply of wide-ranging online exercise videos on tap, with many specifically oriented toward middle-aged and older folks who don’t necessarily have an elaborate home gym. And, of course, if you’ve retained the ability to read, old-school paper books on the topic still exist. The most important factor in many people’s success or failure with an exercise routine is whether or not they have a workout partner, either someone who exercises with them or is available for commiserating and accountability checks as you both work your programs independently. Remember to incorporate stretching, make sure to get your breathing and heart rate up, and don’t undo your efforts with a bad diet. Not only will you have an easier time wrestling your motorcycle around, you’ll be mentally sharper and feel better about yourself in general.
Back when I was writing for Motorcycle Consumer News, my all-time favorite letter came from a reader in his late 70s. He described increasing pressure from friends and family to quit riding, with them citing the risks to his health. He rebutted their arguments with his own: Being a motorcyclist supplied the motivation for his attention to diet, exercise and other elements of a healthy lifestyle, as he wanted to maximize the time he could spend riding with his son. He was still a competent rider and felt he wouldn’t be able to maintain his level of self-care without that payoff. Rather than being an anti-health vector in his life, he considered motorcycling one of the most potent pro-health forces. He was
plenty aware of the dangers involved, but for him it was a question of taking a risk versus a guaranteed loss. I found his testimony inspiring and remind myself of it on a regular basis.
In addition to physical exercise, two other factors make major contributions to maintaining mental fitness. The first is life-long learning. People who continually challenge their minds with new tasks tend to maintain cognitive capacities longer than those who don’t. I’m not talking about doing crossword puzzles (those have received more hype in this regard than they deserve), but rather the pursuit of discovery and larger scale mastery. Think learning a new language or taking up a new hobby or sport. Such engagement exercises key aspects of the mental apparatus and also makes us more interesting human beings – which brings me to the second big factor: social interaction. Staying involved with friends and family, and continuously expanding our social circle with new acquaintances helps us sustain emotional vigor with enriched stimulation and connection. Isolation does the opposite. Even loners need some level of contact with others. Solitude can be a wonderful and necessary refuge, but if it’s our only mode of operation it leaves us depleted and depressed; there’s a balance to be struck, and it will be different for different people, but it must include meaningful connections to others.
Have you noticed the circular dynamic here? All these things that support us riding further into old age are also things we can get from riding further into old age! Many types of motorcycling involve some physical exertion. There are always new skills to learn and practice, new adventures waiting to challenge us, new places, events and activities to explore. And it can be a medium for lots of energizing social interaction. As we work on keeping our bodies and minds young enough for riding, riding in turn helps keep our bodies and minds young in general—it’s a pretty sweet deal!
We can also extend our riding years by adjusting our equipment and ambitions to better fit any diminishing capacities. We may require a smaller, easier-to-manage motorcycle, and shorter, less arduous trips. We may need to avoid solo outings in favor of “safety in numbers.” Maybe our canyon-carving gets replaced with sport-touring, or our hard-core off-roading gives way to milder dual-sport romps. Perhaps we take a new
interest in restoring a vintage machine as an indulgence of our own nostalgia, and as a way to scale back the performance intensity of what we’re riding. Tapering down can be a better solution than precipitous quitting, but there is a caveat. Riding more and more occasionally is a dangerous approach, since every time you ride you’ll be rusty—on top of whatever physical and mental decline is in play. That’s a double-whammy to avoid. Even when we’re in peak shape, riding abilities decay quickly without practice. We may remember how to do things, but our reflexes and muscle-memory won’t be there to match the ideas in our heads. It’s critically important to get saddle time frequently and consistently, even if the outings are brief. Fifteen minutes of drills in a nearby parking lot can go a long way to keeping us fresh between longer rides (see MotoJitsu. com).
Kickstands Down
If we live long enough, there will come a time when we no longer possess the physical and/or mental faculties necessary for riding a motorcycle with a modicum of safety. We will need to content ourselves with having had a good run, so it’s imperative we live now in a way that will justify such a satisfied retrospective assessment down the road. How any particular motorcyclist arrives at this conclusion will vary. One may simply feel more anxiety than joy when riding, aware they can no longer maintain adequate vigilance or concentration, or they lack the reaction speed, balance or coordination to handle the physical demands of even low-key, abbreviated outings. A different rider may still have nominal confidence in their abilities, but tire of the relentless pleas of family members to reduce their risk exposure. Yet another rider may have a close call with disaster (or an actual crash) that shocks them into a reevaluation neither they nor their loved ones had even considered. Some defiant riders may have the decision made for them by a physician or other entity with the power to take away keys, license or motorcycle access.
A person losing their hearing may not recognize what’s happening at first and instead grow annoyed with others for mumbling. Likewise, a rider with waning competence may believe drivers around them are more careless and unpredictable, or that their motorcycle is somehow not functioning as well as it used to. Certainly,
some deterioration in traffic etiquette or machine condition is a possibility, but this could also just be a function of perspective, with the aging rider attributing near misses to anything and everything but their own impairment. When pondering our status, we should assume trends in our riding experience reflect something about us, rather than only looking at the circumstances of each individual situation; we are the common denominator across all scenarios.
The decision to stop riding is a highly personal one, and one that will likely be somewhat arbitrary. I can’t really know when I’ve reached the absolute last drop of my own competence. I’ll either stop a little short of it as a conservative precaution and leave something on the table, or I’ll overshoot it and suffer the consequences. I would do well to consider the judgements of trusted others who can see what I can’t. Even if I don’t notice
my riding getting sloppier, my riding buddies probably do, and if they care about my well-being they’ll bring it to my attention. It’s up to me to exercise humility and not treat such unhappy exchanges as humiliation, which will likely prompt defensiveness, resentment and blindness to my actual limitations. Sure, a mistake here or there might be a simple matter of me needing to fortify a few skills with more practice, but there could well be a forest where I insist on seeing only trees. Do I still possess the energy and desire required to work on areas of riding weakness? If not, that should be a powerfully daunting realization. Do I have trouble elsewhere? There’s probably some overlap with the tasks of riding.
Writing about this fills me with dread bordering on mortal terror. I don’t know how I’ll fill the void left by subtracting motorcycling from my own idiosyncratic
formula for psychological equilibrium. Figuring something out about this ahead of time would make it more tolerable to let go when the time comes. It’s much scarier to jump off a sinking ship when there’s nothing to swim toward on the horizon. Cultivating other recreational interests as replacements would count toward my life-long learning credits, too. Ironically, it might thereby extend my tenure as a rider. That’s a win-win.
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. Listen to this column as Episode 71 of the MOA podcast The Ride Inside with Mark Barnes. Submit your questions to Mark for the podcast by emailing podcast@bmwmoa.org.
the WunderLINQ
getting away at pine mountain
By Fred Bramblett #101458
Riders from 17 states and Canada on all brands and styles of motorcycles traveled to southeastern Kentucky during the first week of September. Their destination: Pine Mountain State Resort Park for the BMW MOA Kentucky State Rally, hosted by Rides4Fun.
As riders arrived in Pineville, Kentucky, and turned off Highway 25E, they rolled past the Wasioto Winds Golf Course. Wasioto means “Valley of Deer,” so riders were warned to keep a close eye on wildlife. The ideal weather for this year’s event was a bonus to the already existing natural wonders. While rolling through the park’s rhododendron plants and hemlock trees, riders could not help but be in awe of the natural beauty surrounding them. After enjoying stunning scenic views, riders arrived at the oldest of Kentucky’s 44 state parks.
The Herndon J. Evans Lodge was the first stop for riders as they arrived for this MOA Getaway. The lodge’s masonry and wood craftmanship using local stones and native hemlock must be seen in person to be fully appreciated. At check-in, guests picked up gift bags loaded with information about the area and enjoyed cold, refreshing beverages from the Mountain Top Tavern, as well as warm, fresh cookies from the Mountain View Restaurant. The relaxing schedule provided riders time to unload and explore the parks many amenities after checking in.
By the afternoon, guests began to gather in the park’s conference center and banquet room, where they enjoyed private bar service while visiting the
vendor displays. As the crowd started to build, the welcome reception sponsored by Medjet Assist began. Appetizers were provided, and Daryl Casey, along with representatives from the MOA, welcomed everyone before conducting a short riders meeting. The vendors were introduced, and Dunlop announced that every guest that visited their booth would be going home with a $100 coupon toward their next purchase.
Next, Daryl introduced Rides4Fun’s event marketing partner: Backroads of Appalachia. Jay Fryman provided a short program highlighting all of the great work the organization is doing in the region. For those not familiar with the organization, Backroads of Appalachia is a nonprofit founded by Erik Hubbard, a resident of the area. Erik has focused on the organization’s mission of developing motorcycle tourism in the Appalachia Mountain region. He is using the area’s great riding opportunities to provide a positive economic impact to the local communities. Each Getaway guest was provided with the opportunity to download the organization’s free app featuring more than 5,000 miles of motorcycle routes. Backroads of Appalachia staff hopes that events like the BMW MOA Kentucky State Rally will introduce riders from all over America to the wonderful riding in the region and that they will decide to return to the area for their own riding vacations in the future.
After a good night’s rest to recover from the ride in, guests were greeted with a complimentary breakfast in the lodge. Guests then decided which of the five street
routes they would ride, or if they would explore the very scenic big-bike friendly adventure route. The routes were designed to provide guests with some of the best motorcycle riding in the area, along with great local points of interest and sights. With some riders traveling distances of 400-plus miles on Friday to arrive at the event, the routes were designed to give the guests options including a couple hour ride with a great lunch stop and an epic several hundred mile ride for those wanting more saddle time.
One street route took riders to Cumberland Gap National Park–America’s first portal to the west. The route was nothing more than a game trail for bison traveled by Native Americans until explored by the legendary Daniel Boone in 1769. After word of Boone’s discovery spread, more than 300,000 pioneers used the gap to cross the Appalachian Mountains and settle the frontier west of the mountains. To fully appreciate how difficult it would have been to find the gap in the wilderness, riders took in the view from Pinnacle Overlook. At an elevation of 2,440 feet, the overlook offers the guests a splendid view of the gap and surrounding mountains of Kentucky, Tennessee and Virginia.
Even with all the history to absorb in the area, riding was still the focus of the MOA Getaway. Any rider that has ever made the climb through the challenging switchbacks up the mountain to the overlook will tell you that the riding to arrive at the site is as special as the view.
Many guests selected a route named the “Kentucky Sampler.” This was an excellent choice for riders who wanted a lot of variety. Riders enjoyed taking in Cumberland Falls, coined the “Niagara Falls of the South.” The stop at the falls was followed by lunch/trivia stop at the very birthplace of one of Kentucky’s most famous brands. The original Kentucky Fried Chicken may not have gotten a foodie excited, but it still qualified as a bucket-list stop for many. Before the end of the route, everyone’s history teacher would have approved of the visit to Dr. Thomas Walker’s historic home. He was as important as his much more famous neighbor, Daniel Boone, in the settlement of Kentucky. There were still many more riding options that included points of interest for guests.
Just up the road from Pine Mountain State Park, riders visited the famous Harlan County; which area folklore often describes it as “Bloody Harlan County.” For many years, it was the home of the famous Hatfield-McCoy feud.
The riders that selected the adventure route utilized an abundance of primitive roads. These roads are often only used for local traffic. The route was designed to be experienced on a big bike, as there is never a focus on trying to challenge or test a rider’s ability, but rather just to provide enjoyment.
After a full day of exploring the area’s roads, riders gathered back at the park’s banquet hall. The event’s private bar was open to greet the guests with cold beverages and allow them to share stories of their travels, meet new friends, share their passion for riding and talk about the day’s rides.
Happy our flowed into a wonderful buffet dinner. The Appalachian favorites, like the Mountain View Restaurant’s famous fried chicken and warm banana pudding, deserve their own banquet. As has become a tradition at this event, Daryl and Becki Casey and the “Kentucky Beemer Crew” kept everyone entertained, while handing out thousands of dollars in door prizes to the lucky guests.
If you have not attended a MOA Getaway event hosted by Rides4Fun, you owe it to yourself to see what all the fun is about. The next opportunity will be April 25-27, 2025, at the BMW MOA Getaway at Breaks Interstate Park in Virginia. Visit bmwmoa.com or rides4funseries.com for more information. You can also subscribe to Rides4Fun’s emails on the website to stay updated about upcoming events.
Like many MOA members, I was introduced to my lifetime passion with a pull start minibike. My early days of riding consisted of me to chasing my older and faster brother over trails and around tracks growing up. Eventually my passion for all things motorcycle evolved, into a career in the motorcycle industry. For 20+ years I owned OMS Sports, a full-service Sports Agency. Long before it was a marketing buzz word, Adventure Riding was simply touring by motorcycle. I have had the opportunity to enjoy touring on and off-road throughout North America, The Andes mountains of South America, Asia, Europe and Australia.
crisis of confidence
By Karl Zuercher 230886
Not long ago, a rider I know had an unexpected get-off. Not too much damage to the bike or himself, but his hand and wrist have a way to go before they are completely healed. Accidents are not uncommon, of course, and I am aware of three separate accidents riders experienced just on the way home from the Rally in Redmond. It happens to the best of us.
It is easy to raise our voices, indignant at the driver who cut us off or pulled out in front of us. Bemoan the deer, moose, porcupine or any other one of Mother Nature’s creatures that cross our path at the most inopportune times. But all too often we do it to ourselves, as my friend will attest to. A moment’s inattention can lead to some very serious consequences.
I am certainly guilty of the same thing. Not paying attention in a remote area of southwestern Colorado with no cell service and riding at the speed limit of 65, I high sided and landed 18 feet down a slope on a curve. At the time, I didn’t really know how it happened, but after an over-nighter in the emergency room, I was allowed to go home once the spirometer readings were at the necessary levels. There are parts of those days I have no recollection of. Eight broken bones, a partially collapsed lung, and as was later discovered, a subdural hematoma.
I had serious thoughts that maybe it was time to stop riding as my confidence was nearly shattered. The conversation I had recently with my friend who had his incident was the same. He couldn’t believe he did it. A moment’s inattention. A lifetime, excellent rider with a wealth of knowledge and many, many miles behind him made a low-speed mistake; it could have been a lot worse, but he worried that it could become more common place; he couldn’t shake the feeling that for all his experience, he had messed up.
Many of us have felt the same way at some point in our careers. For me, I was bike-less for three months while I healed and contemplated my future on two wheels. When I mentioned getting another motorcycle, I heard the anticipated responses from loved ones saying I shouldn’t or asking why. Family should have a say in our decision I suppose, but ultimately the decision is our own. Going through a long process of healing physically and mentally, the assessment of the risk may change for us.
That cowboy-tough, “If you get bucked off, you gotta get back on” attitude may work when you are 20, but in
your mid-60s, not so much. Experience may be the deciding factor on whether to continue riding or not. Some do not get back on, maybe they can’t, or maybe they realize that nothing lasts forever, including riding. We should respect their decision no matter the outcome. My friend had made necessary repairs to the bike and rode it to the event where we had our conversation. I saw a post online the other day that he is out riding again and seemingly enjoying it. I am sure he will sort it out.
In my case, after three months, I found an RT in the Houston area, made a deal, flew down and rode it 800-plus miles back home. Admittedly, I was a little nervous on the way though. In the last six years or so, I have acquired more motorcycles but have sold them all to where I am down to my last bike–my R 1200 RS. When I was in the motorcycle business, I would always tell riders, “Practice your skills, and develop good habits,” and of course, ride ATGATT. Still there are friends that, for whatever reason, won’t. A recent transplant to my part of the country, rides an MT 07. We hit it off when we first met as we are the same age, and I have shown him many of my favorite MC roads, yet he rides with canvas slip-on shoes, fingerless gloves t-shirt and a helmet, and no rear-view mirrors.
He is a skilled rider and his last bike before he moved here was a Yamaha R-1M, the expensive, very fast version. I asked him why he rode like he did and told him I would hate to see him get hurt. The very thought of road rash gives me an uncomfortable tightening deep within my core. I offered him a mesh jacket with a lining, that fit him. He thought the ballistics were too confining and wanted to give it back. After I took out the lining, he said it felt better, but I haven’t seen him wear the jacket that much.
Is he the fool among us, or is it just a higher tolerance for risk? If we thought about crashing all the time, we probably would quit. At the very least, it would ruin the exhilarating feeling we get on a curvy road or scenic vista. I know some who have quit—the accident, broken bones or loss of memory no fault of their own—those who have made the choice to stop, or had to stop.
For me, I chose confidence. I have eased up some in the years since my lapse in concentration as the thought of expensive repairs, road rash and rehab takes its toll. At Redmond, I listened to Nick Ienatsch telling me things I used to know and encouraging me to use the
skills that he demonstrated after I had abandoned them in favor of a more sedate pace. After the Rally, I headed home on my RS on a great motorcycle road (US 26) from Redmond through John Day to Ontario. It was the most enjoyable ride I have had in quite some time!
As a lifetime rider, I know from personal experience that the best way to see the country is on two wheels. I spent just a few years in the motorcycle business ending up as the general manager at Santa Fe Harley-Davidson. I have also served as Charter Director of the Sangre de Cristo H.O.G, have been the president of the New Mexico HSTA, and I am currently the president of the Land of Enchantment BMW Riders Club. I am also a member of the BMW Motorcycle Club of Colorado and, of course, the MOA.
Welcome our newest MOA members
Chad Abbuhl Bloomfield, MI
Stan Adelstein Centennial, CO
Samson Ahinakwa Prospect Heights, IL
Woody Allison Roswell, NM
Edwin Amrein Loveland, OH
Ronald Arbour Herkimer, NY
Hector Ares Doral, FL
Mathew Armenta Escondido, CA
Brayner Asatouri Prospect Heights, IL
Tom Asher Johnstown, OH
Jim Askins Holly, MI
John Babos Oradell, NJ
Robert Barnes Taylors, SC
Kenneth Bartel San Diego, CA
Leonard Bergonia Lowell, IN
Mike Berringer San Antonio, TX
Jeff Boldt Madison, WI
Ian Bond Mesa, AZ
Georg Bosek Prospect Heights, IL
Stephen Boulton Eugene, OR
Krystin Boyd Dorval, QC
Gerald Boyd Columbus, GA
Bill Brasche Le Claire, IA
Scott Brown Ellsworth, MI
Jake Bruce Olathe, KS
Hans Bucken Sarasota, FL
Steven Bulwicki Schaumburg, IL
Steve Calhoun Millersville, MD
Michelle Calvario Bloomingdale, IL
Reginald Carter Platteburgh, NY
Chris Casey Hubbard, TX
Walter Cazayoux Covington, LA
Chris Chambers Broken Arrow, OK
Patrick Chapman Lawrenceville, GA
Thomas Charles Golden, CO
Anthony Childs Nashville, TN
J Clancy Cazenovia, NY
Timothy Clark Havana, FL
Chris Collier BIRMINGHAM, AL
Chelsie Cook Chesterfield, MI
Greg Cox Sarasota, FL
Chris Cox Greenville, OH
Joseph Cuneo Deer Park, WA
Brian Czarnecki Stanwood, MI
Jeff Dahlin Columbia, SC
Alex Damaratski Hollywood, FL
Constantine Davlantes Goleta, CA
Joe Dazey Kingston, WA
Michael DeLaRosa Carmel By The Sea, CA
Andre Dennert Easley, SC
Jak J. C. DeTemple Lansdale, PA
Agustin Deweert Caguas
Dave Dionne West Seneca, NY
Chris Edwards Ashland, VA
Terry Eicher Livingston, TX
Jacob Eilertson Soddy Daisy, TN
Stan Elliot Huntington, IN
Sarah Ellis Luray, VA
David Ellis Evanston, IL
Nour Elotmani Windermere, FL
Marianne Elson Anchorage, AK
Michelle Escott Griffin, GA
Charles Escue Bloomington, IN
Kenny Fears Halifax, VA
Benjamin Fecteau Forestdale, MA
Derek Feldman Pekin, IL
Frank Ferrante Toms River, NJ
Scott Fleming Bloomington, IN
Michael Foerster Saint Albans, VT
Michael Fonseca Palmyra, PA
Sean Fontaine Cochrane, AB
Christopher Fox Vail, AZ
Jack Franks Algonquin, IL
Corey Futch Wilmington, NC
Caroline Gagnon Saint-Augustin-deDesmaures, QC
Marek Galkowski Streamwood, IL
Steve Gantner Farmington, MN
Paul Geanta Northbrook, IL
Scott Gnadt Wamego, KS
Robert Goldsmith Naples, FL
William Goss Kent, WA
Maximilian Grant Arlington, VA
Kevin Green Seattle, WA
Boguslaw Grybos Chicago, IL
Roy Gutierrez Piedmont, SC
Josiah Hall Casper, WY
Shandee Hall Houston, TX
William Hallstein Colorado Springs, CO
Wes Hancock Laurel, MD
Joseph Hardy Palos Park, IL
William Haskell Elbert, CO
Matthew Herndon Saint Clair Shores, MI
Steven Hill Fishers, IN
Rick Hill Colorado Springs, CO
Thomas Hosey Palm Coast, FL
Dale Hough Crown Point, IN
Gene Hullette Eugene, OR
Trevor Hunsberger Bloomington, IN
Bob Hunt New Carlisle, OH
Kevin Huynh Glendale Heights, IL
Dimitrios Leromonahos Finksburg, MD
Jason Ingraham Kansas City, MO
Marcos Jalon Jr Leicester, MA
Ricardo Jimenez Orlando, FL
Richard Joseph Indianapolis, IN
Christopher Kaufmann Madison, WI
Andrew Keen Collierville, TN
Jeff Keller Decatur, IL
Daniel Kerin Essex Junction, VT
Christian Kijora Hampton, VA
Joe Kline Newmarket, NH
John Knight Greenville, SC
Ardong Kongsinjarernchai Burke, VA
James Krappel Round Lake, IL
Tyler Krause Orovada, NV
Stephen Kropp Chicago, IL
Daniel Kunz Greensboro, NC
David Kuznetzow Countryside, IL
Tim Larson Pardeeville, WI
David Leet Lexington, KY
William Leipnitz Eau Claire, WI
Timothy Leuchs Dubuque, IA
Yoram Levy Tampa, FL
John Lewis Signal Mountain, TN
Elvis Logan Evans, GA
Connie Long Littlestown, PA
David Lortz Monroe, WA
Jay Luna Highland, MD
Adam Lund Port Moody, BC
James Lundy Sheridan, WY
Andy Luong Chicago, IL
Christian Machado Charlotte, NC
Jack Magoteaux Denver, NC
Collette Mahaffey Roscoe, IL
Francis Mairet Victoria, BC
Olga Malahova Cupertino, CA
David Martin Denver, CO
Scott Martin Los angeles, CA
Stan Matasavage Studio City, CA
Angelo Mattei Havertown, PA
John Maturo East Haven, CT
David McClellan Jacksonville, FL
James Mcelree Cedar Rapids, IA
Sierra McFarland Schenectady, NY
Jennifer Mchone Rockingham, VA
Michael Meints Simsponville, SC
Richard Melancon El Paso, TX
Alexis Melendez Ravenna, OH
Bernard Melus Columbus, OH
“I joined BMW MOA as a recommendation of my father, who has been a member for many years. I would always snag the latest copies of his MOA magazine when I would visit. Now it’s my turn to enjoy the camaraderie of this community and all the resources that are available. I just reintroduced myself to a life with a motorcycle after many years of being absent. I absolutely LOVE the flawless feel of my R 1200 RT and the freedom it gives me.”
– Josh Matthews #238236
Brian Meyer Arlington Heights, IL
Rob Meyer Margate, NJ
John Miles Independence, MO
Eric Miller Clarksville, TN
Robert Milton Stevens Point, WI
Louis Miranda New Albany, OH
Sandeep Mirchandani Marietta, GA
Krystian Mis Schaumburg, IL
Michael Mogg Lacona, NY
Nick Monteleone Algonac, MI
Jeffrey Mootrey Jackson, WI
Clint Morgan Gilbert, AZ
Tim Morris Thomasville, NC
Sharon Moss Smyrna, TN
Shannon Mosser Lititz, PA
Henry Murray Seattle, WA
Juergen Musolf Santa Barbara, CA
Aleksandar Naumov Barrington, IL
“I joined BMW MOA to find out about events, latest info BMW, gear, and travel info. I love how powerful my R 1200 RS is. It’s quick to respond, quiet and smooth. I love to explore, and I love riding in the mountains.”
Phil Neidner Waterloo, WI
Anthony Nekervis Moyock, NC
Robert Nelson Sierra Vista, AZ
Charlie Neogra Bethlehem, PA
Quy Nguyen Tinley Park, IL
TJ OBrien Spring Hill, TN
Brandon O’Guin Gallatin, TN
Breno Oliveira Palm Bay, FL
Dave Parrish Shelbyville, TX
Chris Pavish Marysville, WA
Rich Penrose Saratoga, CA
T Perry Morrisdale, NB
Douglas Peterson Smyrna, GA
Paul Phu San Jose, CA
Ian Pojman Westchester, IL
Jonathan Pollard Bellingham, WA
Alberto Popoca Bensenville, IL
Matt Proudfit North Ogden, UT
– Cynthia Barnick #238059
Anthony Rassel Pewaukee, WI
Matthew Rayburn Northborough, MA
Udo-Kevin Reif Powder Springs, GA
Jose Miguel Reyes tavarez Worcester, MA
Matthew Richman Shoreline, WA
James Rickena Colorado Springs, CO
Jeremy Rines Southbridge, MA
Al Rivera Melissa, TX
Manny Rodrigues Littleton, CO
Wilson Roe Dallas, TX
Stephen Rojas Mechanicsville, MD
Nelson Roque Saint Cloud, FL
Greg Rudko Vernon, BC
David Rugen Seattle, WA
Douglas Ryan Mount Prospect, IL
Raelene Samms Libertyville, IL
Paul Sammut Omaha, NE
Juan Sanchez North Riverside, IL
I love my R 1200 GS! This is my fourth BMW motorcycle and by far my favorite. My favorite trip to date was heading out to the PA Backcountry Discovery Route X with my good friend, Mike. The ride was a perfect mix of light off roading and good old paved twisties. I wouldn’t do a trip like that on any other bike!
– Domenico Palagruto #237432
Philippe Sandmeier New Rochelle, NY
Jasper Sanfilippo Barrington Hills, IL
Gary Sawka Federal Way, WA
Barry Saylor Spencer, WI
Cliff Schertz Fort Myers, FL
Orris Schlabach Mt Eaton, OH
John Schneider Parkville, MO
Barbara Schultz Dryden, MI
Ben Sheehan Springboro, OH
Michael Sheets St Amant, LA
Jay Shisler Wooster, OH
Garrett Short Pleasant View, TN
Nate Singley Tyler, TX
Tracy Skorka Harrisburg, PA
Eric Small Cuyahoga Falls, OH
David Smalley West End, NC
Don Smith Ithaca, NY
Clinton Smout Barrie, ON
Glen Spalding Kelowna, BC
I joined BMW MOA recently to benefit from the knowledge of this group and to find a community with like-minded individuals. I purchased my R 1250 GS in June of 2023 after a couple of years on a Honda Africa Twin. The quality of the GS and its unique blend of sport touring and adventure capabilities have won me over and I can’t think of a machine I’d rather ride than a GS. Great way to see the amazing roads of South Dakota during a fun week of travel.
– Kevin Rants #237397
Matt Stanfield Spring Hill, TN
James Stanley White Stone, VA
Rex Staples Green Valley, AZ
George Stehr Forest Hills, NY
Daniel Stoicescu Lowell, AR
Steven Stone N Billerica, MA
Chuck Stovall Colorado Springs, CO
Shankar Subramanian Warren, NJ
Stephen Szelestey White Lake, MI
Chase Tatum Freeport, FL
JP Thomas II Beaufort, SC
Scott Thornton Mount Prospect, IL
Marcus Thorp Rio Rancho, NM
David Todd Nanaimo, BC
Charles Tracy Hicksville, NY
Matthew Upton Bow, NH
Ron Vandervort Bowie, MD
Hugh van’t Hoff Uley, GLS
Jeffrey D Vassar Auburn, MA
Mark Vinbury N Kingstown, RI
Mark Vohr Shoreline, WA
Jeff Wala Laona, WI
John Walker Maryville, TN
Robert Walsh Rock Falls, IL
Addison Wardwell Brick, NJ
Larry Waskom Indianapolis, IN
Stephen Whetstone Mount Prospect, IL
Kathleen White Parham, ON
Mike Widule Eau Claire, WI
Robert Williams Aurora, CO
Suzy Williams Portland, OR
Kevin Wilson Rock Hill, SC
Daniel Wolfe Lake Elsinore, CA
Onur Yazici Seattle, WA
Jake Yoder Virginia Beach, VA
Gerard Zajac Carol Stream, IL
Ed Zatta Athens, OH
“The empty roads during the peak of Covid - May 2020 tempted me into motorcycle riding. I started with a 2020 BMW 310 GS and then upgraded to a 2020 750GS within three months. After putting on a few thousand miles on it, I traded it for 2022 1250 RS. I love riding all the BMW motorcycles I have had so far. Traveling to Munich next and ooking forward to visiting the BMW Museum where BMW Motorrad is celebrating its centenary with a major anniversary exhibition.
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
WHEN & WHERE
For complete details on any event listed, please visit bmwmoa.org and click on the Events tab.
11/8/2024 – 11/10/2024
54TH SOUTH CENTRAL BMW OWNERS REUNION Fayetteville, Texas president@bmwclubofhouston.com
10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give the names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofit organization, give its name and address.) Full Name: BMW Motorcycle Owners of America Complete Mailing Address: 2350 Highway 101 South, Greer, SC 29651
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13. Publication Title: BMW Owners News
14. Issue Date for Circulation Data Below: 11/01/2024
15. Extent and Nature of Circulation Average No. Actual No. CLUB MEMBERSHIP BENEFIT Copies Each Copies of Issue During Single Issue Preceding Published 12 Months Nearest to Filing Date
a. Total Number of Copies (Net Press Run)
b. Paid Circulation (By Mail and Outside the Mail (1) Mailed Outside-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies) 20,232 18,766 (2) Mailed in-County Paid Subscriptions Stated on Form 3541 (Include advertisers’ proof and exchange copies)
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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
Ed Pedi, Jeff Chapman, Brian Dutcher, Phil Stalboerger, Scott Hecker, Mark Bartreau, Feldy Rios, Bob Ryan, Mark Larson, Roger Franklin, Ed von Euw, Wes Fitzer, Jim Crum, Matt Parkhouse, Wes Fleming, Dustin Silvey, Sam Q. Fleming, John Lloyd, Mark Barnes, Fred Bramblett, Karl Zuercher, and Brian Rathjen.
Executive Director TED MOYER | ted@bmwmoa.org
Chief Operating Officer BECKY SMITH | becky.smith@bmwmoa.org
Director of Business Development WES FITZER | wes.fitzer@bmwmoa.org
Membership in the BMW Motorcycle Owners of America is open to all riders, regardless of brand affiliation. Although we are united by the BMW marque, adventure-minded motorcyclists will find a home here.
Join today by visiting bmwmoa.org or call one of our friendly membership associates at 864-438-0962.
President BRIAN DUTCHER | brian.dutcher@bmwmoa.org
Vice President ADAM CHANDLER | adam.chandler@bmwmoa.org
Secretary CHAD GARCIA | chad.garcia@bmwmoa.org
Treasurer PHIL STALBOERGER | phil.stalboerger@bmwmoa.org
Director DOUG BAKKE | doug.bakke@bmwmoa.org
Director JENNIFER OTT | jennifer.ott@bmwmoa.org
Director STEVE PELLETIER | steve.pelletier@bmwmoa.org
Director DOUG PETERS | doug.peters@bmwmoa.org
Director MICHAEL “ROC” SHANNON | roc.shannon@bmwmoa.org
ADVERTISING INDEX
While
A Little MOA Love
traveling in the San Diego area, Brian Rathjen (92108) found this symbol of MOA love etched in the rock.
