When you’re in the middle of a winter project, the last thing you need is to wait months for parts or bench work. MAX BMW Motorcycles carries an unparalleled stock of vintage parts for bikes from 1961 and up, meaning that we can offer a quick turnaround on vintage services that won’t slow your project down. Parts orders ship the same day, 6 days a week. For information and pricing on services such as crank, transmission and final drive rebuilds, as well as head reconditioning and cylinder resurfacing, contact our Heritage Service department at 203-740-1270.
Shop our parts catalog at www.maxbmw.com
Questions? Call us at 203-740-1270
OH (ISLE OF) MAN BY JIM JOHNSTON #137364
DAY I THOUGHT I LOST MY FATHER BY DUSTIN SILVEY #224778
MARK MILLER #231864
IN THIS ISSUE
| NEWS RV and Overland Camping Registration for the MOA National Rally now open, Backcountry Discover Routes releases Big Bend BDR-X, Reserve your Space for the MOA Getaway at Fontana, More Opportunities to Get Away, Team Germany reclaims the 2024 GS Trophy, BMW MOA dedicates Historical Archive, The new R 1300 GS Adventure has arrived at dealers.
RIDING BUG BY KIM CARUSO #216863
Florissant, Colorado, by Renee Fisher
| THE RIDE INSIDE The Incredible Disappearing Motorcycle by Mark Barnes
| SURVIVOR SERIES Taz Logan’s 1981 R 100 RT by Daren Dortin
| FINAL JOURNEY Muriel Farrington–Riding onto Another Journey by Steve Pelletier
| Welcome our Newest MOA Members
THE COVER: BMW Motorrad offers a glimpse of their “near-production-ready” Concept F 450 GS. Is this the lighter, yet fully capable adventure bike riders have been requesting? With little information available as this issue goes to press, hopefully we will have more details soon.
POSSIBLY MY NEXT BIKE
Several years ago, I thought I had the perfect pair of BMWs in my garage. While the machines were vastly different from one another, each handled their respective responsibilities beautifully.
My 2016 S 1000 XR provided all of the heart-racing excitement I could handle from the inline four-cylinder beast, while my G 450 X stood ready to tackle any nasty dirt trail I pointed it down. I believed I had the perfect combination of Gelände/ Straße.
Over the next few years, I found the XR to be one of the best bikes I had ever owned. It was a great bike, offering a quick thrill whenever needed, as well as a reliable touring machine that took me all over the country. Meanwhile, the X sat in my garage waiting for the opportunity, any opportunity really, to thump to life and explore any place where the roads were not flat and paved. Sadly, central Illinois didn’t have many of those.
After about a year with the G 450 X sleeping in my garage, I had the opportunity to go to a rally in Colorado, and I jumped at the chance to go. As an off-road rally, I wouldn’t be riding the XR but traveling in my F150 with the X in the back. I was excited as I’d finally ride the bike in a place it was built for, with Colorado’s mountain roads and trails providing the perfect place to stretch its legs.
What a great rally it was, and when it was over and the bike back in the bed of the pickup for the ride back to Illinois, a man pulled up on an R 1200 GS, and a conversation began. The man was interested in the X, said he had been looking for one for a while, and wondered if I would entertain the thought of selling him mine.
Since then, I’ve thought a lot about that moment and still can’t recall why I didn’t just say no. Was it the intoxicating lure of the money he was offering, or maybe it was the thought of driving back to Illinois and then parking the X for who knows how long before I could ride it again? Regardless, for
whatever reason, Mark Boyd and I struck a deal and shook hands. Within minutes, my PayPal account had new money in it, and I was heading to Pueblo, Colorado, to deliver the bike to Mark’s garage.
Second thoughts filled my head as I drove, and I believe I did wipe a tear as I watched Mark’s garage door close with the X inside. But somehow, I knew it was the right thing to do as the X was now where it was always supposed to be.
I often see Mark at MOA rallies, and he always updates me on the bike and where he and his wife are riding. I find solace in knowing it has a good home and that Mark has promised to call me first should he ever decide to sell the bike.
Since selling the bike, Judy and I have moved to northern Wisconsin, where the dirt roads and logging trails would have been a perfect home for the X. If only fate hadn’t brought Mark and me together as it did.
Early this morning, I received an email from BMW’s press relations office with a .pdf attached with the headline “BMW Motorrad presents the BMW Concept F 450 GS!” It appears BMW has heard the pleas from riders wanting a lighter, off-road capable GS, which may be their answer. I surely hope it is!
The press release offered little detail nor a release date other than saying “in 2025,” but the bike looks great in the photos. This may be just the bike to finally help me overcome the pain of selling my G 450 X!
Natural Beauty Ekke Kok (#71698) escaped the city lights of Calgary, Alberta, during the wee hours of an early October morning to photograph his R 1250 GS Adventure against a stunning backdrop created by the Northern Lights.
the brand and its fans
By Adam Chandler #207579
BMW MOA Vice President
Before I was a motorcyclist with a love for BMWs and more importantly, the people who ride them, I was a devout and loyal Apple Fanboy. I still regret not buying more AAPL stock than I did PowerBooks, but back then I was deeply involved with the Apple community. I started a Macintosh forum, went to Macworld every year, was a member of multiple Macintosh User Groups and attended annual national gatherings of “MUGs,” as we called them.
Apple’s relationship with MUGs was always contentious. Apple needed us as grassroots marketing and community organizers. We volunteered to educate, train, advocate and represent Apple when the company was just 15,000 employees and measured profit in the millions of dollars. Yet Apple couldn’t control what we said about their products or how we used them. They would find any opportunity to keep MUGs out of the conversation and aggressively locked down their software and hardware with Digital Rights Management. They also eliminated repair manuals and restricted access to service training that used to be free of charge to us when Apple Retail started to take off in 2003 when there was an Apple Genius in every mall.
It has taken 20 years, but Apple has finally embraced the right to repair, university recruitment, small business specialists and selling parts and manuals to those who complete training programs just like they used to.
I think there are a lot of similarities between our favorite motorcycle brand and Apple. Vertical integration, high-tech, tightly controlled press and dealer relationships, and a fan base who will line up or pre-order the latest innovation. All right, maybe that last one isn’t quite as accurate, but there is a Vintage Apple Gaming community online that reminds me a lot of BMW Airheads swapping parts and having meetups to keep their classic machines running. Apple continues to label seven-year-old computers as “Vintage” and non-serviceable. Sound familiar?
Contact Adam Chandler at adam.chandler@bmwmoa.org
Contact the MOA Board of Directors at board@bmwmoa.org
Fans are always going to have a strained relationship with the for-profit company they adore, and while our relationship with BMW may last a lifetime, management will change. BMW’s priorities, messaging, the products they make, and how they want to support them will all change, and it can be challenging sometimes to deal with change, but there is a silver lining.
As we age and get set in our ways, there are new BMW fans made every minute. There is an 18-year-old who has a 2024 M 1000 RR poster on his wall and doesn’t care there isn’t a service manual or traction control can’t be fully turned off or the bike costs double what an S 1000 RR did 10 years ago. That’s their dream bike and when they can, they’ll buy their first BMW and fall in love just like we did. BMW will change, they’ll complain about it online, and yet the brand and its fans will continue. Companies aren’t immune to failure, but the fade is slower than we give them credit for. BMW isn’t going anywhere anytime soon.
Our role as MOA leadership is to connect with and capture those new riders because they’re the future of this club. My goal is to keep an open mind and try to understand why this company sometimes does things I don’t agree with and how I can advocate for the voices of our members while also connecting with a young BMW owner who doesn’t care that they need to buy a GS-911 to diagnose their G 310’s check-engine light.
I care more about getting that new rider training and making sure they wear protective gear. But like Apple, I hope that this pendulum BMW is on of locking things down starts to swing back the other way either through customer feedback or industry regulation.
I test-drove a BMW iX SUV recently, and it turns out it’s very difficult to open the front hood, as the motor bay is not user-accessible. I think the industry may be moving deeper in the direction many of us don’t want it to go.
As fans, I remind myself that what makes BMW and the MOA great is the riders, the rides, the events and our community. I wonder what a classic Guzzi is going for? I’d like to get one of those.
Michelin Road 6 tire
The Michelin Road 6 tire offers 15% more grip than the Michelin Road 5 tire in wet conditions thanks to 100% Michelin Silica Technology tread compounds and a tread pattern featuring Michelin Water Evergrip Technology. 1 It also delivers 10% longer tread life compared to the previous generation.2 In addition, Michelin 2CT+ Technology which has been standard on the rear tire is now applied to the front tire as well. This provides better rigidity at lean and more stability when cornering – especially under strong acceleration or heavy braking, compared to the previous generation.
New Tire
Worn Tire
POSTCARDS FROM THE ROAD
Left, For a BMW S 1000 XR rider, roads with arrows like these found along Route 50 in West Virginia, are what make a ride memorable. Photo by John Boulanger #213691.
Below, Steve Kremesec (#237531) captured the beauty of Washington's Okanogan-Wenatchee National Forest along with his R 1250 GSA during a ride at the Touratech Rally last June.
Bottom, During his 4,500-mile ride from his home in Houston, Roderick Gibson (#120405) visited Coloraro, Wyoming, Utah, Nevada and California before returning home. His photograph below was taken near the east entrance to Yellowstone National Park..
Opposite page top left, Terence Hamill (#14629) took an early morning ride to catch this sunrise in eastern Ohio.
Opposite page middle left, Chris Saltsman (#191387) photographed his 2007 F 650 GS Dakar at Wellington Lake in Colorado with The Castles of the West Elk Mountains in the distance.
Opposite page middle right, Mark Rickards (#194725) rode with a friend aboard their K 1600 GTLs to Wyoming's Grand Teton National Park to take in some fall color.
Opposite page bottom, Simon Coxes (#120182) S 1000 XR almost disappears amid the colorful graffiti found at the Two Guns, Arizona, exit from old U.S. Highway 66.
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
MISSING THE EXPERIENCE
I agree with the Rider to Rider letter from Jerry Reynolds published in the October issue.
The enjoyment in riding a motorcycle for me is the coordination required between the throttle, breaks, clutch, gear lever and handlebars. When you get it right, it’s great. The manufacturers seem to want to take that away.
I’m getting to the age where I probably won’t be buying more bikes, but I feel sorry for the youngsters.
Bob Sawyer #135948
Cedar City, Utah
living a charmed life
I must lead a charmed life. My mini-gripes are with dealerships who sell motorcycles other than European ones.
Here in Utah, they try to sell and service everything, and one has to wonder if they really have people that know or care much about anything.
At BMW dealerships and other Euro brands, I have a sense things are a little different. Sure, sales and service prices are a little more, but I don’t think outrageously so. I think the basic idea of getting what you pay for applies, but then again, my having a charmed life and living in Utah probably has something to do with my view.
One certainty I DO have is Utah Eurosports in Sandy is one awesome dealership! They did me righteous about seven years ago when I was on a road trip from California and discovered weights inside my wheels put there by a dealership in California.
Since having moved to Southern Utah, I have found it worth my time to drive up to Sandy for a couple of new bikes and some weird service issues involving warranties with my big GS and Thruxton
R. I just wish Utah Eurosports would see fit to have a satellite down in the St. George area. I’d let them do all the motorcycle work that I currently do myself. The KTM shop down here in the St. George area is also super awesome. I let them do it all with my Super Adventure.
BTW, I like my ‘23 GS a fair bit more than my ‘23 Super Adventure, but the Super Adventure rules in the horsepower department.
David Bright #213013 Toquerville, Utah
much to ponder
I just finished reading the November 2024 issue of BMW Owners News. I enjoyed all of the articles with special reference to Mark Barnes’ and Karl Zuercher’s articles about riding into the sunset.
I have been riding since I was 15 on several different motorcycles and currently riding my third BMW, an R 1250 RT. The last rally I attended was 2017 MOA National Rally in Salt Lake City. Since then, I have been unable to attend after becoming a school bus driver at the age of 75.
I retired after the last school year and am now considering coming to Lebanon in June 2025. I’m now 82 and will turn 83 June next year. I’m still healthy and quite active at the gym daily doing cardio and weights. The articles have given me lots to ponder.
Chuck Ronson #185008 London, Ontario
"Chuck - speaking of Riding into the Sunset, we have a new podcast by that very name, and it gets into a lot of issues facing older riders. Have a listen at bmwownersnews.com–no special software or apps required!"
farewell, old friend!
Well, Mark Barnes struck an emotional nerve with me in his article (‘Farewell Old Friend,’ October 2024 BMW Owners News)! Admittedly I’ve never been a hoarder of motorcycles or cars, but I have regretted just about everyone I’ve ever made the decision to sell.
In 1994, I bought the 2nd production year Honda CBR 900RR brand new off the showroom floor. I had coveted that bike since it came out, and while I didn’t really have the disposable income to truly afford it, I made the purchase anyway. It was my only motorcycle for 19 years.
In 2013, I finally had the funds to buy my next passion, a new 2013 R 1200 RT. I still have both bikes. The CBR only has 27,000 miles on it and has been meticulously maintained over the years, although the challenge recently has been finding 16” front tires. I ride it maybe once a month, about 70 miles total, just to keep fluids flowing. It’ll eventually go to my grandson who is five now.
The RT has also been well maintained and with only about 37,000 on the clock and still looks showroom fresh. I’m getting to an age where I just don’t ride much anymore and next summer may be the last for the RT. It deserves to go to someone who will enjoy it as much as I have. I know the minute it leaves my driveway; I’ll have serious regrets. However, I’ll try tempering those with the memories and photos I’ll always cherish.
Jim Hudson #189850 Marsing, Idaho
that's too much!
I have been following recent commentary on the out-of-control cost of servicing newer BMW motorcycles, and I have one for you.
Looking at the billing summary from my local dealership, I was charged $217.50
TO
CHANGE
A LIGHT BULB!
That’s right. A single parking lamp was out, which triggered that annoying service caution light. I took it to my local dealership to have it replaced, because the parking lamps in my 2016 R 1200 RS are hideously difficult to reach.
I was charged $8.99 for the bulb (which you can get at any auto parts store for about $4.00), $121.49 to replace the bulb, and $105 to cancel the fault code created when the lamp blew. Oh, and $13.25 for “miscellaneous.” (How much “miscellaneous” can there be to change a lamp?)
The total was $217.50, plus $16.64 in tax, for a total of $256.38.
In theory, the dealership might not have been ripping me off. It may be that to reach that bulb, one must take apart half the motorcycle and then reassemble the thing when the lamp is changed. So, the outrageous cost of service would, in that case, be due to poor engineering by BMW in making the lamps so hard to access. But given the 200% of-retail cost of the lamp, and the unexplained $13.25 for “miscellaneous,” I feel there is plenty of blame to go around.
Maybe there are enough fabulously wealthy motorcyclists in the U.S. who don’t care what service costs, that BMW can charge whatever it wants without consequence, but I am not one of them. The bikes themselves are expensive enough. (A 2024 R 1250 RT at this dealership costs $39,000.) But $217.50, plus tax, to change a light bulb is just too much for me, or anyone else with a lick of sense.
While there I was looking at the 2024 GS models. Forget it.
Peter Georgiades #210953 Pittsburgh, Pennsylvania
more stealership$
Mark Barnes’s article “Stealership$” is an interesting telling of a shared life experience that we have all had.
For the most part I have had the same experience many times. One thing I disagree with is Mark’s insinuation that this business model works. It doesn’t work. Businesses that fail to satisfy customers fail. As soon as owners put profits first the business is on the way to failure. There are very few motorcycle (or auto) dealerships that last more than a few years before new management with more cash is needed to continue.
Delivering value at competitive prices is the only way to have long (multiple decade) success. Staying competitive is often the biggest issue. Staying competitive requires controlling expenses that are often uncontrollable, like property taxes.
Years ago, I taught a Business Lending course and the one concept I tried to get across was that the best (choose a profession, mechanic, butcher, etc.) will not be financially successful unless they also know how to run a business.
I have to add, before work is started, get a written estimate (to the service departments, get a written estimate signed before starting).
Steve Peck #212631
Marlborough, Massachusetts
Good Dealerships a Blessing
I read with interest Mark Barnes column titled “Stealerships” in the September 2024 issue of BMW Owners News
I spent from 1976 to 1990 as a service technician (in those days we were just called mechanics) in a Yamaha dealership. We only used a flat rate manual for
WE WANT TO HEAR FROM YOU!
warranty work as everything else was charged based on the amount of time it took to do the job. We had a good idea of what it took to do certain types of service work and could quote prices accordingly. If jobs ran over due to unforeseen problems, customers were usually pretty understanding as we had a good reputation for good work at a fair price. If I had to pay someone to work on my own bikes, I wouldn’t have four of them and probably wouldn’t have a BMW at all.
My dealership is about 50 miles from me, which isn’t bad, but as my R 1200 R is a 2013, it’s past the 10-year mark (not to mention my 1993 R 100 R) of bikes they will work on anyway. The staff is very pleasant to deal with, and my experiences with the parts/accessories department have been excellent. I want to try and support the dealer, so I will usually go visit them (it’s a nice ride), but I could just as easily order my parts and accessories online. Dealers need to realize they can’t just cater to those that can afford the latest and greatest. Or maybe they can?
Also, if you’re going to limit the bikes you work on to newer than 10 years old, where does that leave the owners of older bikes? What if I just have some questions? Just being told “We don’t work on them anymore” does not give one the warm fuzzies about being a BMW owner.
As much as I love motorcycling, a couple of experiences like Mr. Barnes wrote about would certainly make me rethink how I would manage riding. I wonder how long people will put up with these types of practices from dealers. I will say, my local Triumph dealer is even worse, so those of you with good dealerships to work with, count your blessings!
William Conavay #211765 Fort Pierce, Florida
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.
REGISTER FOR RV, OVERLAND CAMPING AT THE NATIONAL
RV registration for the 2025 MOA National Rally is officially open! This year’s event will take place June 19-21, 2025, at the Wilson Country Fairgrounds in Lebanon, Tennessee, bringing together motorcycle enthusiasts from across the nation for a weekend of camaraderie, learning and adventure.
RV sites with 30- and 50-amp power are available, along with water hookups. Grassy sites directly adjacent to the National Rally entrance are available for $299 each and include a guaranteed space for Wednesday through Saturday nights of the National Rally.
Overland Camping is also back for 2025. The 25’ x 50’ spaces with limited services and a whole bunch of fun are available for $100 for the week of the Rally. Overland camping sites allow any mixture of tents, people and recreational vehicles. If you can fit it in the space, bring it!
“We are excited to welcome BMW riders and their families to the 2025 National Rally,” said Mari Harrelson, Rally Chair of the 2025 National Rally. “The RV camping area in Lebanon is peaceful and a great way to experience the Rally. Space is limited, so we encourage everyone to register early to secure their spot for this unforgettable experience.”
For more information about the rally, RV registration, and overland camping and to stay updated on the latest news, visit the official rally website at rally.bmwmoa.org.
a special moa foundation double issue coming
We’re thrilled to announce that the next issue of BMW Owners News will be a special double issue for January and February and will focus on the BMW MOA Foundation. This combined issue will give us the opportunity to dive deeper into the stories, achievements and goals that drive the Foundation’s mission forward.
Expect more articles, member spotlights and a rich mix of insight and inspiration to celebrate the Foundation’s vision and commitment to advancing rider skills, education and training.
Look for this special issue in your mailbox mid-January.
Backcountry Discovery Routes Releases Big Bend BDR-X
Following the success of two recent route launches in 2024, Backcountry Discovery Routes® (BDR®), the leading non-profit for adventure motorcycling, continues to enrich the ADV community with the release of its latest route, the Big Bend BDR-X in West Texas.
As the newest addition to BDR’s expanding series of shorter, loop-style routes for dual-sport and adventure motorcyclists, the Big Bend BDR-X features a 600-mile loop through the rugged terrain of Big Bend National Park, Big Bend Ranch State Park and surrounding areas. This route offers a deep dive into one of America’s most remote regions, filled with incredible desert landscapes, untamed natural beauty, hidden historical sites, vibrant artistic communities and even an optional foot crossing into Mexico at the Rio Grande.
“We’re excited to bring this route to life in West Texas. Big Bend is one of the most remote and iconic regions in the U.S. The blend of the expansive Chihuahuan Desert, the lush banks of the Rio Grande, and the majesty of the Chisos Mountains offers a perfect backdrop for riders seeking a real desert adventure,” said Michael Bielecki, BDR Routes Manager and Route Co-Architect.
The Big Bend BDR-X is best experienced in the fall from October to November or in the spring March to April. With its scenic backcountry routes and remote wilderness, this route is poised to become one of the most coveted ADV destinations in the U.S.
For complete information on this route, along with all other Backcountry Discovery Routes, visit ridebdr.com.
reserve your space for the MOA getaway at fontana
Come experience some of the best roads east of the Mississippi River in a lush mountain atmosphere at the MOA Getaway at the Fontana Village Resort on April 25-27, 2025. The roads wind on forever, the people are friendly and good times are just around each corner.
The Fontana Village Resort in Fontana Dam, North Carolina, served as the home for the men and women who constructed the magnificent Fontana Dam in the 1940s. The resort is currently undergoing a $70 million renovation and was recently designated as an Official Destination of the BMW Motorcycle Owners of America. The resort lodge rooms have been updated and numerous cabins are complete or in the process of being updated. Tent and RV sites are still available at the Dam Campground.
Arrive anytime on Friday and join us for a reception in the Recreation Hall. We’ll have a hot dinner with cool drinks and a cash bar available. This will be a great time to mingle and make new friends as we tell tall tales, kick tires and take names!
Plan your Saturday adventure along the great roads and interesting spots which beckon no matter which direction you go. The almost endless list of roads includes the famous Deal’s Gap,
the Cherohala Skyway and the Blue Ridge Parkway. Suggested rides vary in length so you can choose what best fits your schedule for the day.
Whatever you plan for Saturday, make sure you are back at Recreation Hall in time for a fantastic North Carolina-style barbeque dinner. Be prepared to share details of your day’s adventure with those at your table! We’ll give away over $500 in great door prizes, too, so book your Fontana Getaway now as space is limited and we anticipate this Getaway will sell out quickly.
The $149 event fee includes a Friday night welcome party and dinner with cash bar, Saturday night dinner and awards with cash bar, over $500 worth of door prizes and a special MOA gift. The Getaway event fee does not include lodging. Register for the event online at bmwmoa.org/event/fontana25. For information on accommodations or to make your room reservations, contact the resort at (828) 498-2211 and be sure to mention you are reserving space for the BMW MOA Getaway. More information on the resort can be found at fontanavillage.com and rates will be guaranteed through February 21, 2025.
more opportunities to get away
In addition to the MOA Getaway at Fontana, the BMW MOA is hosting a series of five Getaways in the greater Appalachian Mountains area, spanning Georgia, Kentucky, Virginia and West Virginia.
Between the dates and the region, you’re sure to find great riding weather and absolutely fantastic riding roads, along with the camaraderie and kinship the MOA Getaways are known for. The folks at Rides4Fun are your hosts, and support from the Back Roads of Appalachia means you’ll have on-site insight into the best riding across four states. Once there, attendees will be able to go off on their own or choose from any number of planned (and vetted) on- and off-road routes easily downloaded to your GPS unit.
MOA Getaway at Breaks April 25 - 27 Breaks, VA
MOA Getaway at Buckhorn Lake May 16 – 18 Buckhorn, KY
MOA Getaway at Pipestem August 15 – 17 Pipestem, WV
MOA Getaway at Pine Mountain September 12 – 14 Pineville, KY
MOA Getaway at Unicoi October 3 – 5 Helen, GA
Find out more by visiting the Events Calendar on the MOA website at bmwmoa.org.
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?
team germany reclaims the 2024 gs trophy
By BMW Motorrad
The BMW International GS Trophy 2024 returned to its roots in Africa, with Namibia serving as the breathtaking backdrop for this ninth edition of the legendary event where the GS Trophy first began in 2008. The 2024 edition paid homage to the spirit of adventure that has defined the event since its inception. After traveling through the challenging terrains of Tunisia, Southern Africa, Patagonia, Canada, Thailand, Mongolia, New Zealand, and Albania in previous editions, the GS Trophy came full circle to embrace Namibia’s rugged beauty.
Over the course of six days, 22 teams from around the world–16 men’s and 6 women’s teams–traversed an adventurous 838-mile route through some of Namibia’s most challenging and diverse terrains. With nearly 190 participants–including riders, marshals, mechanics, medical teams, and media representatives–from 34 nations, the GS Trophy 2024 was a global celebration of adventure motorcycling. The event is not only a competition but a true test
of skill, endurance, and camaraderie, reflecting the essence of the GS spirit.
The 2024 GS Trophy kicked off with teams navigating vast dry savanna areas, towering canyons, rocky trails and dry riverbeds. Each following day presented unique challenges designed to push the limits of both the riders and their machines. Participants faced a series of special stages testing their off-road riding capabilities, mechanical knowledge, navigation skills, intelligence and teamwork, all while demonstrating the rugged versatility of the BMW R 1300 GS Trophy Competition Bike.
The final day of the BMW Motorrad International GS Trophy 2024 was charged with excitement as Team Germany stood on the brink of an extraordinary achievement. With South Africa claiming the last four titles in 2016, 2018, 2020 and 2022, Germany was set to win. After winning the GS Trophy in 2012, Team Germany was no stranger to success and this year they
returned with renewed determination ready to showcase their skill and teamwork on Namibia’s demanding and diverse terrain. From the challenging riverbed of the Khan River to the rugged ascents of Bosua Pass, the German team met every challenge with precision and resilience, distinguishing themselves through their consistent performance.
Team Germany rider Christopher Michi said, It’s an indescribable feeling. We came here to give our best, but actually to stand here as winners; it’s surreal.”
Throughout the competition, their strategic approach and unwavering focus allowed them to steadily gain points, ultimately securing their lead. “We’ve trained for this moment for so long,” said German rider Niko Wecker. “Every special stage, every obstacle, we faced together as a team. South Africa has set the bar incredibly high for so many years, and to reach this milestone is just incredible.”
After Team Germany, Team South Africa delivered yet another impressive performance, earning second place, while Team Brazil, known for their grit and determination, rounded out the podium by placing third.
For the Female teams, the International Team emerged as the champions, showcasing exceptional skill and teamwork. Team Japan continued their
strong showing by claiming second place, while Team France secured third.
Malgorzata Jakubiak of the female International Team said, “I am beyond thrilled! This feels like a dream come true, and I’m so proud of what we’ve accomplished together. Being here, representing our team and competing at this level, is an incredible honor that I will cherish forever.”
This year’s competition highlighted the remarkable talent and resilience of all participants, with each team demonstrating outstanding performance and camaraderie throughout the event, making this edition of the GS Trophy one of the most memorable to date.
As the sun set on the final day, the riders gathered with their hearts full and their spirits lifted by the journey they had shared. They had ridden through sand and stone, braved the winds and heat, and stood shoulder to shoulder against every challenge Namibia had thrown their way. The thrill of victory may belong to a few, but the true rewards are carried by all–the strength discovered, the friendships forged, and the awe-inspiring landscapes etched into their memories.
2024
BMW Motorrad GS Trophy Final Standings
Male Teams
Germany
South Africa
Brazil
France
United Kingdom
Latin America
Italy
International Team
China
India
Benelux
South Korea
Japan
Mexico
United States
Middle East
Female Teams
International Team
Japan
France
Germany
South Korea
BMW moa open house/ museum dedication
Nearly 200 members attended the MOA Open House and Board Meeting held at the MOA office in Greer, South Carolina, in late October. At the event, members were able to meet both the MOA and MOA Foundation Directors, enjoy a delicious lunch, tour the MOA offices and see the latest updates to the BMW MOA Foundation’s Historical Archive.
Above, Members of MOA and Foundation Boards of Directors cut a ribbon to “officially” open the new Foundation Historical Archive dedicated to preserving the rich heritage of BMW MOA members. Right, An MOA member leans over to get a better look at one of the beautifully restored vintage BMWs Jack Wells (#21898) has on display at the MOA Foundation Historical Archive. Bottom left, A beautiful and warm late October day greeted MOA members as they gathered on the patio behind the MOA offices to enjoy lunch and camaraderie.
the new R 1300 GS Adventure has arrived
By BMW Motorrad
Arriving at BMW Motorrad dealerships now, the 2025 BMW R 1300 GS Adventure was carefully designed and crafted to support any adventure riding and longdistance touring wishes and needs. With a new engine, completely redesigned chassis, the availability of Automated Shift Assistant and electronic systems to enhance not only safety but also accessibility for a wider range of riders, the new big GS Adventure is a versatile and indispensable travel multi-tool.
“The appearance of the new BMW R 1300 GS Adventure is sure to attract attention. The big GS is not only visually different from its almost dainty sister. Never before have seating comfort, ergonomics and wind and weather protection been so harmoniously combined with precise handling, exceptional suspension comfort and smooth running. The new BMW R 1300 GS Adventure has set for itself the goal of becoming the benchmark for large adventure motorcycles,” said Christof Lischka, Head of BMW Motorrad Development.
Highlights of the new BMW R 1300 GS Adventure include:
• The Automated Shift Assistant (ASA) with automated clutch operation makes motorcycling even more convenient and offers an exciting new riding experience through automated gearshifts.
• New boxer engine with bottom-mounted transmission and BMW ShiftCam technology. Most powerful BMW boxer engine ever.
• Strong torque across the entire engine speed range, exemplary fuel economy, emission levels, running smoothness and refinement.
• Power and torque: 145 hp at 7,750 rpm and 110 ft-lbs. at 6,500 rpm.
• Advanced knock sensor system.
• Completely redesigned chassis with sheet metal main frame and aluminum lattice tube rear frame. Even greater steering precision and riding stability thanks to
new EVO Telelever with flex element and revised EVO Paralever rear wheel guide.
• 7.9-gallon aluminum tank.
• Standard BMW Motorrad Full Integral ABS.
• Standard Engine Drag Torque Control (MSR), Dynamic Brake Control (DBC), Dynamic Traction Control (DTC) and Hill Start Control (HSC).
• Standard four riding modes.
• Optional Riding Modes Pro with three additional riding modes.
• Optional Electronic Dynamic Suspension Adjustment (DSA) with dynamic adjustment of the damping and spring rate as well as load compensation.
• Optional Adaptive Vehicle Height Control or Adaptive Vehicle Height Control Comfort.
• Standard Matrix LED headlights and newly developed auxiliary lights integrated into the body.
• Optional Headlight Pro with adaptive headlight.
• Standard hand protectors with integrated turn indicators.
• Standard Dynamic Cruise Control (DCC) with brake function.
• Optional Riding Assistant with Active Cruise Control (ACC), Front Collision Warning (FCW) and Lane Change Warning for safe and convenient motorcycling.
• Standard Smartphone charging compartment with integrated USB socket and 12 V on-board power socket.
• Optional rider and passenger seat heating.
• Optional handlebar risers up to 30 mm / 1.2-inches.
• Wide range of available seat heights.
• Standard Connectivity with 6.5-inch full-color TFT multifunctional display.
• Standard TPM, Keyless Ride and heated grips.
• Standard Intelligent Emergency Call.
The new R 1300 GS Adventure is available in four variations including Basic, Triple Black, GS Trophy and Option 719 Karakorum. The Ultimate Care Break-In Service, or “600 Mile Service,” is included in the base price of the new 2025 BMW R 1300 GS Adventure to further provide BMW customers with a truly premium experience. See your local BMW Motorrad dealer for complete information and pricing details.
GEAR shad's sh38X panniers for R 1300 GS
By Erron Raifsnider
Late last year, BMW released their long-awaited R 1300 GS adventure motorcycle. With the new bike, BMW issued a redesigned Vario luggage system boasting automatic locking, internal USB charging and interior lighting. These new features were made possible by BMW’s OEM mounting brackets, which were offered with select packages when purchasing the motorcycle. As with any new product line, there have been challenges.
Without being harsh, the R 1300 GS has gotten off to a rocky start as there have been a couple of recalls related to the new GS. Of note, the Vario expandable luggage system which was initially announced to go along with the R 1300 GS and make use of the integrated technology, was recalled and is not expected
back on market until 2025 at the earliest.
Enter SHAD.
Let’s take a step back for a quick second to provide some framework. First, let me say that the new GS is a monster. If you want to learn more about the bike there are plenty of reviews out there talking about all the positives and negatives of the new bike. To put it simply, I have logged over 9,000 miles in my first summer of ownership and have loved every second. Though with all those miles over dirt and highway, I have been a little sore about needing to carry a backpack on the longer trips. That is, until I discovered SHAD’s SH38X expandable luggage set.
Initially I was a bit resistant to purchasing a third-party luggage system since my bike package included the OEM
mounting brackets for both panniers and top case. So, when SHAD contacted me and offered a set of side cases to test out, I was torn. In the end I decided to lean into the opportunity and give the SHAD bags a try. For this test I used the right and left expandable pannier cases in the silver flavor (they also offer carbon fiber).
Installation
I found installation to be a breeze. My first step was to remove the OEM components to allow for SHAD’s 3P System mounting system with mounts specifically designed for the new R 1300 GS. I am not an expert mechanic and I do things slowly when learning, but I would say the mounting kit was very straightforward, both in terms of instructions and parts installation. I found the instructions provided in the kit to be very concise, easy to follow and even accounted for bikes that may have to remove some OEM hardware with the pieces of hardware to be removed clearly marked. The only extra equipment I needed was some Loctite and a set of Allen wrenches. If you take things slow and are not a practiced hand, I would allocate three to four hours to complete the entire installation from start to finish. Cut that in half if you know what you are doing and do not make little mistakes (example using the wrong washers and having to undo/redo things). Bottom line, follow the instructions, pay attention to what you’re doing, and you should not have any issues.
Function
Functionally the bags work as advertised. Initially I noticed that both panniers are the same size. In some luggage systems, the muffler side pannier may have a cutout portion to allow for mounting. SHAD accounted for this in their cases, and the result is a symmetrically identical set of panniers. Expanding the bags is easy to do and takes about 15 seconds. In the expanded mode each pannier is capable of storing a full-face modular helmet, which I find to be a huge plus. I found that riding with the bags was a positive experience as well. Due to the nature of the GS, I found these bags hardly changed the riding capability of the bike. I did not notice any wind drag through my testing and balance was only very marginally impacted. Even with both cases fully expanded and loaded, I found the bike to handle much like it does naked. At one point while testing, I had one side fully expanded (containing my riding jacket, change of pants, shoes and a water bottle) with the other side case being mostly empty. In this scenario the change in balance was very marginal, and likely not worth worrying about. Additionally, the cases are very easy to remove from the mounts; with a simple turn of a key and lift of the locking mechanism, the bags come right off.
For this test I also used the expandable inner bag accessory, which kept my goods from bouncing around
inside the cases. Everything in the bags stayed dry and dust free, though I did not encounter any rain during testing therefore was not able to fully test the weatherproofing.
Appearance
I really love the looks of the SHAD SH38X expandable luggage. Of course, looks are subjective, so if you hate the looks then it is what it is. I believe the lines of the cases accent the form of the R 1300 GS and definitely turn heads. When the cases are expanded the cases stick out a bit further though not enough to hinder the overall aesthetic. Additionally, rear turn signals are fully visible from the rear with both bags mounted.
Final Thoughts
Overall, I think the SHAD SH38X panniers are an excellent set of luggage. Featuring a premium fit and finish on the cases and mounting system. Additionally, expandable inner liner bags are available which offer good protection from things bouncing around inside the cases. The cases are slender, attractive, and very easy to use. My only regret is losing out on the automatic locking and USB charging offered by the OEM Vario bags, though, of course, you cannot actually get them at the time of this writing.
Bottom line, if you are a new GS owner looking for a very good set of expandable bags these may be the bags for you. Easy to install, functional and very nice to look at.
Erron Raifsnider is a Michigan resident with a strong passion for motorcycling. An engineer in trade and adventurer in heart, he has a high standard for quality and attention to detail. If you are ever in the area, you will find him touring around the Great Lakes, hanging out in Port Austin or Mackinaw City or traveling the backroads of the state forests. When he isn’t riding, he enjoys hanging out with loved ones and drinking craft beer.
rabaconda street bike tire changer
By Mark Barnes #222400
You may recognize the Rabaconda name because their distinctive bright green Dirt Bike Tire Changer began showing up in off-road racing behind-the-scenes videos over a decade ago. This Estonia-based, riderowned-and-operated company has developed even more revolutionary technology for street bike wheels and tires. The new machine can still handle virtually all dirt bike/dual-sport/ADV wheels, too. I’ve been changing my own dirt and street tires for 30 years and have amassed a large assortment of tools to make this onerous job as easy as possible. Of course, “easy” is a relative term. I certainly don’t relish spending an afternoon wrestling tires on and off rims, as it remains a labor-intensive, obnoxiously messy chore, even with my armory of genuinely helpful aids. I’ve come a long way from using an old tire on the floor as my wheel stand, but the process can still provoke lots of swearing and sweating, yielding busted knuckles and scratched rims along the way. I’ve coveted an original Rabaconda since I first saw them employed with incredible speed (three-minute tire changes!) by enduro racers and their pit crews, but I couldn’t justify the expense when I’d only be able to use it for my off-road bikes, especially as I spend progressively less time in the dirt and more on the road. To be honest, dirt bike tires are a bit less arduous to change than their roadgoing counterparts. When I learned Rabaconda produced a street tire version that could still meet my diminishing knobbyswapping needs, I was all in.
Before I get into the device itself, let’s discuss why anyone would even go to all the trouble of changing their own tires. For me, saving the cost of labor and the time required to take my bike (or detached wheels) to a shop are the main reasons, but I also like being able to do the job when it’s convenient for me rather than making an appointment for the work to be done elsewhere, and then either waiting or making two trips. There have also been times when I wanted a special set of tires installed short-term for a specific outing (e.g., a track day or an off-road stint featuring very different terrain than my local venues), knowing I’d be remounting my regular rubber shortly thereafter. Having someone else do such jobs in quick succession would add dramatically to the expenses involved, and it’s
often easier, cheaper and faster to get the tires I want online, rather than buying them from a dealer’s limited stock or placing an order there. Although a significant price must be paid when equipping a garage for tire changing, this expense can be recouped quickly when the above cost offsets are considered, especially if the purchaser owns multiple bikes and rides enough miles to make new tires a regular necessity.
My ol’ reliable tire changing rig is a waist-high, lightweight, portable wheel stand I bolt to my garage floor for stability during use, then store out of the way. To that I typically add a standalone automotive-style bead breaker, a wide variety of tire irons, and a (now discontinued) No Scuff tire mount/dismount bar, which incorporates the best elements of tools of the same ilk from No-Mar and Mojolever. Numerous other related tools may be brought in for special situations, and I have a collection of liquid, paste and spray lubricants to make any rim shoulder and tire bead super-slippery. After installing fresh rubber, a static balancing stand tells me where and how much weight is needed for vibration-free running. Over the years, I’ve decided against lower-effort professional-level tire changing equipment (e.g., from Cycle Hill/No-Mar) because of the much greater space requirement and expense ($400-$1,150).
Rabaconda’s new Street Bike Tire Changer eliminates the need for all my old dis/mounting setup and accessories. I still have to use the balancing stand for determining wheel weight selection and placement, but I can get rid of everything else (since I chose the package with Rabaconda’s own giant tub of solid lubricant). When broken down and stored in its beefy, dedicated carrying case, the Rabaconda takes up much less room than the equipment it replaces, plus it doesn’t need to be secured to the floor, making it handy for trackside use. Disassembled, it is compact (28” x 11” x 10”), weighs about 30 pounds, and is easy to tote or store. Setup and breakdown are quick and simple, requiring only a few minutes and zero tools.
It’s extremely versatile, capable of handling cast, forged and wire-spoked wheels with diameters from 12 to 21 inches (with hubs from 15-32 mm) and tires up to 250 mm in width. All points of contact between
machine and rim are shielded with scratch-proof materials, tremendous leverage and stability are achieved with its generous dimensions and innovative design, and the human-machine interface is ergonomically excellent. The large, well-illustrated, 35-page owner’s manual seems to have been written by a non-native English speaker, but its occasional odd word choice and intermittently awkward grammar are certainly no worse than what’s commonly found in European motorcycle manuals, and the information is comprehensive and clearly understandable.
Included in the least expensive package with the galvanized steel machine are two Drop Center Tools. These conveniently clamp onto the rim during tire dismounting to keep the bead down in the rim’s center channel, opposite from where force is being applied to move the bead over the rim shoulder. This effectively reduces the stretching required by allowing the tire carcass to move a little closer to the point of strain. I found it best to use both of these tools, spread about 50 degrees apart. During mounting, one of these will keep the tire from chasing itself—undoing the mounting process across the rim from where you’re working. Rabaconda also provides an alternative hub spindle (15 mm in addition to the standard 20 mm, both of which feature adapters to accommodate additional hub sizes), a 16” tire iron with protective plastic sheath, a strap for securing wheels incompatible with the rotation-blocking post appropriate for most aluminum wheels, and the aforementioned 1000D Cordura bag. Bundle deals offer additional accessories (including lube and bike-specific adapters) at lower cost than if these were purchased separately, and Rabaconda sells a handsome, durable, anti-slip floor mat in two sizes.
Operation of the Street Bike Tire Changer is brilliantly straightforward. The wheel slips onto the machine’s central spindle, using the appropriate adapter to create a snug, secure fit. Magnetic bumpers are easily relocated between the rim and machine base to distribute pressure evenly and guard against scratching; these also make it unnecessary to remove sprockets or brake rotors to maintain a flat interface between wheel and machine. The green lever arm inserts into a pivot at the machine’s top (adjustable for tire/wheel
Preparing for tire removal. Top, Set wheel on Rabaconda spindle. Middle, Break bead with green handle installed in top pivot. Bottom, Insert Duck Head between bead and rim along with two Drop Center tools.
width and diameter), and then is pushed downward with the bead-breaker blade positioned at the bead/rim junction, quickly and easily separating the two. Repeat this at several points around the wheel’s circumference to fully unseat the tire, then repeat again on the wheel’s flip side. For someone who can remember performing this task by standing on a tire and jumping up and down, the Rabaconda bestows a feeling of god-like power. Once the bead-breaking process is complete, the wheel is prevented from spinning by the plastic-coated rotation-blocking post, inserted at the appropriate location for the wheel’s diameter, or—if the wheel design precludes this (e.g., wire-spoke wheels may be vulnerable to damage from the concentration of rotational force at the contact point)—the included strap can serve the same purpose by tethering the wheel to the machine base from a location at the rim’s surface.
Now the unique ratcheting mechanism goes onto the spindle atop the wheel hub. This has an adjustablelength armature capped by what Rabaconda calls the “duck head,” the shape of which matches the name, and there’s a socket for the same lever arm used to break the bead. The duck head has a channel in its underside that mates to the rim shoulder; once properly positioned, the adjustable-length armature secures with a set-screw knob. After lubricating the entire bead, rim shoulder and duck head, use the included tire iron to pry the first bead up and over the duck head; this is made easier by those strategically positioned Drop Center Tools. A handy hook secures the tire iron under the ratchet’s base plate. Move the lever arm from the bead breaker pivot to the ratchet and “pump” it to rotate the duck head around the rim’s shoulder until the whole bead is free. (The tire iron falls out once the duck head starts moving and takes over the levering process.) The ratchet allows this to be done from a stationary position standing next to the machine; no need to follow the arm around the wheel’s circumference. The spindle essentially serves as a force multiplying fulcrum, affording uncanny leverage at the handle with easy, one-handed operation. Repeat this sequence with the second bead to completely remove the tire. After removing the lever arm, duck head and ratchet, the wheel can be taken away for cleaning, examination, truing or just left in place for mounting the new tire.
Using plenty of bead lubricant, the mounting process typically begins with simply pushing the first bead over the outer rim shoulder by hand. (A particularly stubborn
Details. Top, Lever tire bead into position on Duck Head with tire iron. Middle, Duck Head pulls bead off rim as it rotates around wheel. Bottom, Green handle installed in ratchet device provides outstanding leverage.
tire may require persuasion of the first bead with the duck head as described next for the second bead.) The second should be positioned diagonally on the duck head below its “head” and above its “tail.” Push as much of the bead as possible into place by hand and temporarily use one of the Drop Center Tools inserted part-way around the tire to prevent the bead across the rim from climbing back up over the shoulder (after a certain point, it will be unnecessary and obstruct the duck head). If the tire is so stiff you can’t push a Drop Center Tool into place by hand, briefly use the lever arm (back into its bead-breaking configuration) to facilitate this. Ratchet the duck head around the circumference of the wheel as before to lever the second bead onto the rim. If the duck head ends up pinched tightly between the mounted bead and rim shoulder, the bead-breaker can again be employed to ease its release, but in most cases the duck head will be easy to loosen by hand. Voila! With a little practice, the entire dismounting and mounting process can be accomplished with shocking ease in as little as ten to fifteen minutes, sans injury to hands or wheel. If this all sounds confusing, watch the videos from the link at the top of the article.
Note that the Street Bike Tire Changer will not work with bib mousse setups. Rabaconda’s Dirt Bike Tire Changer is the appropriate choice if you use this type of insert and may be better for some tube-type and TuBliss-equipped wheels because rim locks can interfere with the Street Bike version’s duck head’s movement around the rim. (Traditional tube-type arrangements without rim locks are no problem and the duck head poses no threat to tubes). I found it possible to simply avoid the rim locks of my TuBliss system with the Street Bike Tire Changer. It just requires thoroughly loosening the rim locks and starting the dismount process at a point where the tire will be free before the duck head rotates around the wheel to where the rim lock is located (dismounting never requires a full 360-degree sweep with the tool). Also, as TuBliss users will already know, the dismount process involves removing the second bead from its own side of the rim, rather than pulling it across the rim’s center channel. When mounting, the mechanism won’t be able to complete a full rotation because of the TuBliss rim lock, but the last few inches can be levered into place with a tire iron in the conventional manner. It’s important to keep in mind that much of the Rabaconda’s utility is the stable, nicely angled workstation it creates. Even without the use of its ratcheting mechanism, this makes using tire irons or a dis/mounting bar easier and more effective than when doing the same on a typical home mechanic’s more awkward and relatively flimsy wheel stand.
Rabaconda provides a lifetime warranty against manufacturing defects and an unheard of six-month, no questions asked, money back satisfaction guarantee. Given the premium construction, robust materials and brilliant engineering of the EU-built Street Bike Tire Changer, the company’s confidence that these policies won’t damage their bottom line seems completely justified. Buyers will feel more confident, too, which is critically important for a big purchase. Starting at $649 (including three-day shipping within the continental U.S.), it will take 13 $50 tire changes to pay for itself, if you don’t count all the time and schedule disruptions involved in having someone else do the work. If your stable necessitates the additional cost of various options, you may end up spending a bit more. For example, GS owners will need to add a $45 adapter for a BMW shaft-drive hub and a $25 wider duck head if they have cross-spoked wheels. You’ll have to determine if the savings over time are worth the expense, but for riders who go through tires frequently, this is definitely an investment well worth considering. Perhaps your group of riding buddies would be willing to split the cost, making it extremely cost-effective for all involved.
For more information, visit us.rabaconda.com.
To view a four-video series of Mark showing how to set up, use and pack away the Rabaconda Street Bike Tire Changer, visit the MOA’s YouTube channel at https://bmwmoa. club/rabaconda.
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navigation system comparisons
By James Carlisle #196730
What is the best navigation system for a BMW motorcycle? Well, asking that question is liable to send you down a rabbit hole with similar discussions involving tires and oil. However, there are many more options for motorcycles equipped with BMW’s Navigation Prep than just the Garmin Navigator these days.
After writing about the Chigee AIO-5 Lite a few months ago, several MOA members asked me about Carpuride motorcycle devices. Initially, I had not considered this device or others similar to it because I was interested in the multi-functionality of the AIO-5 Lite. Recently, Chigee launched the AIO-5 Play for BMW (a dedicated Android Auto/Apple CarPlay device) and down the rabbit hole I went. I already had a BMW Motorrad Navigator VI, Garmin XT and AIO-5 Lite on hand, so I traded the Nav VI for a new Carpuride W702B and asked Chigee if they would loan me their new AIO-5 Play for BMW. Then, a friend supplied me with the Carpuride W502B. The Carpuride and the Chigee units can be installed directly into the BMW Nav Prep cradle.
Let’s start with the BMW Motorrad Navigator VI, an absolutely fantastic device with one fatal flaw. The Nav VI integrates perfectly into the BMW electronics, can be controlled with the Wonder Wheel, and provides a screen to monitor motorcycle data. But at some point, while riding, the device starts changing screens randomly and suddenly becomes useless as a navigation device. Garmin was quick to replace it under warranty, but at almost $900 I expected more reliability.
Some then opt to replace the Nav VI with the Garmin XT, which has a slightly larger screen and all the best navigation features of the Nav VI but is more reliable while sacrificing Wonder Wheel and On-Bike Data. The XT requires a $70 adapter to use with the BMW Navigation Prep which brings the cost of the device to almost $600.
Many of us have experience with Android Auto and Apple CarPlay and prefer phone navigation apps. The naysayers often point to the need for offline maps in cellular service dead zones. Since these devices are app-based and dependent on a link to a cell phone, there are many options for offline mapping. The initial Android Auto/Apple CarPlay options for motorcycles used universal mounting and wiring options, which offers some advan-
tages for additional features.
The previously reviewed Chigee AIO-5 Lite is hardwired, adding front and rear cameras with Blind Spot Detection. However, these hardwired devices require more work than many users are willing to invest. The total cost of this device with the Wonder Wheel Adapter is almost $800, but it comes with many features that are usually purchased independently. Most BMW Motorcycles come delivered with Navigation Prep, which includes a mounting assembly and dock for the BMW Navigator series GPS devices. Almost all BMW Motorcycles have a three-wire power and data plug from the main harness even if Navigation Prep is not factory installed. Carpuride came out with a preinstalled adapter plate to mount their five and seven-inch devices using the BMW Navigation Prep mount. The adapter plate adds quite a bit of thickness to the installed device. Both devices do Android Auto and Apple CarPlay very well, with clear, responsive, and glove-friendly screens. The seven-inch device will not fit on the RT or other BMWs with limited dashboard space and overwhelms the dash on many other bikes. Both devices are dedicated Android Auto and Apple CarPlay devices that use the GPS Prep for their power supply. At $300 and $440 respectively, these are the price leaders. However, there is no Wonder Wheel support, and the missing data connection seems like a lost opportunity. However, it does not appear to be easily remedied without a significant design overhaul. The perceived materials and manufacturing quality do not rise to the level of the BMW Navigator or Garmin XT.
In August 2024, Chigee released a BMW-specific version of its AIO-5 Play device that natively snaps into the navigation cradle already installed on many BMW Motorcycles. Unlike the hardwired AIO-5 Lite, the Play does not include front and rear cameras or Blind Spot monitoring, but it also does not require a CanBus adapter to work with the Wonder Wheel. Because the BMW Nav Prep does not provide enough power to run the cameras, there are no plans to add cameras to this device. The BMW data connection is a part of the device rather than an add-on adapter.
Installation is as simple as unboxing, snapping the unit into the BMW Nav Prep Mount, and pairing your phone. The Chigee uses all the pins from the BMW mount to read on-bike data such as RPM, engine temperature, tire pressure and more and this data can be displayed on one of the landing screens
Top left, Chigee's AIO-5 Play for BMW snaps into place and is a perfect fit for the RT.
Top
Bottom
right, The Carpuride 7” W702B overwhelms the dashboard of this F 900 XR.
left, Garmin's XT has an OEM look once installed.
of the AIO-5 Play. If your particular BMW did not come with TPMS, Chigee offers internal or external TPMS sensors to use instead. This device also simplifies the Bluetooth connections. The Chigee connects via Bluetooth to your cell phone, and your cell phone is connected to your communication system, making pairing near instantaneous and robust. The metal chassis provides quality and ruggedness to the device, exceeding that of the BMW Navigator line of devices.
During my testing, Chigee released the production version of the AIO-5 Play for BMW. Several friends purchased it and shared their experiences with it on everything from the C 650 Scooter to the K 1600 GTL. Some people had some initial teething issues, but Chigee’s outstanding customer service quickly assisted with recommendations and even software updates as needed. Which device you choose depends on your priorities. If you want a large screen but don’t care about the Wonder Wheel, the Carpuride W702B is hard to beat for the price. On the other hand, if you don’t want the challenges of removing panels and wiring electronics, the Chigee AIO-5
Play for BMW is the way to go and is the only device other than the BMW Navigator VI that includes native Wonder Wheel support and on-board bike data.
Since beginning this article, I ordered my own AIO-5 Play for BMW and use it on three different motorcycles (a 2008 R 1200 GSA, 2018 C-Evolution and 2019 R 1250 RT-P). I recommend the Chigee AIO-5 Play for BMW as the best of what is currently available.
James Carlisle has traveled the world, jumped out of perfectly good airplanes, brokered peace agreements and run ultra-marathons. He has owned a trucking company, taught 4th grade, founded a non-profit, been a rider coach and a cycling referee. Today you can find him working as a BMW motorcycle mechanic at Morton’s BMW. He loves to travel, read books, work on old cars and motorcycles and learn new skills.
GEAR TRICKLE CHARGERS
Motorcycle batteries typically have a three- to five-year lifespan provided they live under optimal conditions. They need to experience moderate temperatures—neither too high nor too low—and be exercised regularly by putting them through the discharge and charge cycle. Simply idling your bike for 10 minutes (or longer) a couple times over the winter isn’t going to do the trick. You need a trickle charger! Luckily, there are many to choose from. Keep in mind you need separate chargers (or a switchable one) for lead-acid and lithium-iron batteries— using the wrong charger can damage your battery, could harm the electrical system of your bike and might even start a fire.
Battery Tender® Junior
Selectable Lead Acid/ Lithium Charger, $49.95
batterytender.com
No matter what kind of 12V battery you have, this little fella can handle them all. Guaranteed not to overcharge your battery thanks to its float mode. Small and light enough to take with you. Rated at 800 milliamps.
If you’ve got two motorcycles and a little empty wall space betweer them, mount this charger to effectively charge and maintain two 12V batteries at the same time. Uses a four-step program to prevent damage. Rated at 1.25 amps. OptiMate 4 Dual Program
Charger, $84.95
One of the most widely used chargers, the OptiMate 4 is compatible with CANbus systems. TecMate claims the OM4 can save “dead flat” batteries discharged down as far as 0.5 volts thanks to their advance recovery programming. Includes a 24-7 smart maintenance program for extended use. Rated at 1 amp.
NOCO Genius 1A Smart Charger for 6/12V, $39.95 no.co/genius1.com
One of the smallest chargers available, the Genius is designed for both 6V and 12V lead-acid systems, meaning it can be safely used on the most vintage of motorcycles. Works on batteries discharged as far as one volt, and has a program designed to prevent overcharging. Rated at 1 amp.
Escape the need to actually pay attention to what charger you need with this mid-priced compact charger. You also don’t need to know whether your battery just needs a top-up or is nearly dead; this charger makes all the decisions for you. Rated at 2 amps.
Megaboost Pro Series 4000 Charger & Maintainer, $59.99 revzilla.com
Claims to be “fully automatic” and can handle both 6V and 12V lead-acid batteries of any ilk (flooded, AGM, gel, etc.). Has a Recovery Mode if your 12V battery discharges below 8V. User-selectable between 2 amps and 4 amps based on the battery type and your needs.
it's rally time!... well, almost
By Vance Harrelson #100402 2025 Rally Co-Chair
As you read this, most of our membership is suffering the grips of winter, which typically means our bikes are parked, covered and tethered to life support units in the form of battery chargers. Likely few are thinking about the 2025 MOA National Rally scheduled for next June.
Well, the good news is there is an army of staff and volunteers hard at work for you planning another really big party next year. The planning for the 2025 MOA National Rally actually started at the close of the rally in Redmond! Committee Chairs have been selected and accepted the challenge and are already collecting volunteers for their committees and planning their part in making this reunion special for all of us.
The 2025 MOA Rhythm & Rides Reunion will be held at the James E. Ward Agricultural Center located in Lebanon, Tennessee. If that sounds familiar to you it was the location of the 2019 Scoot Boot’n Boogie Rally. Located in the rolling hills of middle Tennessee, the area boasts great riding both to and from the rally from any direction as well as great riding while there.
Mari and I are honored to serve as your rally chairs once again. Along with the entire rally team, we are very excited to return to this awesome location. With spacious areas for tent camping and plenty of RV sites, there will be all the room you need to spread out.
Hotels in the immediate area are plentiful and offer a variety of pricing structures.
As the cool logo depicts, the rally theme is intended to bring together our membership to celebrate great rides with great music while rekindling the many friendships forged over the years. To that end you can expect to enjoy some great music from several genres. Well, we are 40 miles east of Music City…right?
Will there be vendors? Glad you asked. Stay tuned in as we are assembling another group of suppliers for all things motorcycle. Vendor Registration is well underway, and you can count on many options you have come to expect to outfit, upfit and maintain your motorcycle. Many of these suppliers will offer on-site installation of the items so you can even ride the new stuff home from the rally!
Onsite food options will be varied and plentiful. And of course, our traditional Beer Garden will be there with multiple offerings for your enjoyment!
Training? The final schedule is now being determined, but the MOA Foundation in conjunction with nationally known providers will offer different training opportunities for both on- and off-road training right there on the site.
As you can see, there will be plenty to see and do at the rally and around the entire area. We have only touched on just a few of the highlights here. We are still working on several unique events that will provide a very special rally experience.
There will be lots of news coming your way over the next few months. Stay up to date here in the Owner’s News, the MOA website, Facebook and MOA Newsletters. You already know you don’t want to miss the Rhythm & Rides Reunion so why not secure your spot now and register today! It’s easy, just click the Rally tab on the MOA website and you will be all set!
Ride Safe, Ride Inspired, and we’ll see you there!
preparing for tech day
By Matt Parkhouse #13272
As the cold of winter rolls in, I’m preparing to fly to Dallas, Texas, for my third Airhead Tech Day, hosted by Eric Beeby. This time around, I’ll be presenting a seminar on scheduled maintenance and “items no-one tells you about.”
There are several tasks required for our air-cooled twins that never made the list of 5,000-mile services and 10,000-mile inspections. One example, is the spinning off of the two exhaust nuts, cleaning away the old anti-seize, then applying new anti-seize and spinning them back in place.
Another important, but lesser-known task is the 10,000-mile cleaning and regreasing of the throw-out system at the back of the transmission. This clean-up and regreasing is especially critical with the 1974 to 1980 Airheads, as they use the flat radial bearing in the system. The way the bearing is designed, the outer edge of the bearing has to rotate faster than the inner edge. If the bearing is dry or dirty, the rollers will drag and scuff instead of rolling in clean gear oil or grease. The earlier Slash Fives and the later post-1980 bikes both employed a ball bearing system that was far more robust in design.
Something also typically mentioned, but not really stressed, is the importance of keeping the clutch cable cleaned and lubricated at the hand control since 95% of broken clutch cables break right at the hand lever. This happens as the barrel at the end of the clutch cable loses grease and collects dirt as the bike is ridden. The barrel is intended to rotate as the hand lever is pulled to activate the clutch cable. If it doesn’t rotate, due to grit in the works, the clutch cable will bend and eventually break at the point of attachment. Keep things clean and lubricated and the cable will last a very long time.
Another bit of work that I just did was on an R 90/6 that a local fellow recently purchased. Low mileage, very clean and original, the bike was a pleasure to work on. As I went through the bike, one thing I noticed was the advance unit that triggers the points was rather stiff in its action. What no one tells you is that you should remove the unit and carefully take it apart every few years. It has some tiny parts, so this is a careful, tabletop job. This advance unit had a layer of hardened grease and no lubrication. After I took it apart, I scraped off the grease and cleaned the parts with carb cleaner.
When all the parts were cleaned off, I reassembled the unit and placed a small bit of grease at the pivot points. Since the unit was cleaned up and lubed, it works much more freely. Steve, the new owner of the R 90/6, is enjoying learning about what is available for his somewhat old but still roadworthy motorcycle. I’ve handed him a copy of the Airhead’s AirMail (which has grown into a rather slick magazine) as well as an issue of BMW Owners News. When Steve mentioned that his instruments were out, I told him about the Kat Dash outfit that has an idiot light set up using much brighter LEDs. He ended up ordering one.
I’m still rebuilding gearboxes to list on eBay. I’m planning to slow down as I have examples of the three styles for Airhead transmissions available. I’m finding that a number of folks are confused by what fits what.
There are three types of gearboxes. First is the Slash Five four-speed which comes with a well-designed kick start. This box is derived from the transmissions in use in the 1950s. I helped a fellow swap out his mid-1970s gearbox for a four-speed prior to him departing on a very long “round the world” trip. The Slash Five box does seem to be more robust in how it works.
The second is the five-speed transmission that BMW came out with in 1974. During the first year of production, these had a kick start with a weak internal linkage. Riders were cautioned to only use the kicker in emergencies. The five-speed boxes got stronger and stronger over the next six years.
Third, the four-speeds and the early five-speeds can be swapped back and forth. You must have the correct throw-out set up, and the neutral switch needs a small bit of reworking to fit what you have. I used to switch the different transmissions in my Slash Five to test them. In 1981, BMW really revised the Airhead bikes in a number of ways. One of these changes was a lighter clutch assembly and a modified five-speed transmission. Starting in 1981, you could not install one of the newer transmissions into an Airhead built from 1970 to 1980. Well, actually, you CAN but it involves trading a LOT of clutch parts.
Those were the three different types of Airhead transmissions. Then, there is the circlip issue. When BMW reintroduced the Airheads in 1987, the transmissions lacked a small circlip on the end of the output shaft, which resulted in several bikes starting to have
problems with the big bearing next to where the circlip ought to be. That shaft has a helical cut gear next to that bearing, and the forces tended to pull the shaft out of the bearing. If ignored, the output shaft can start to wobble and cause a LOT of damage. The result has been a thriving trade in reworking these five-speeds.
The transmission must come out of the bike and be opened up. (Getting into Airhead transmissions is not for the timid or inexperienced, as a number of special tools are needed). The output shaft, with its gears, is extracted and stripped down to the bare shaft. It’s then sent to a machinist who cuts the required groove for the circlip. When it comes back, the gears and other parts go back on, and the transmission is reassembled and reinstalled on the bike. All this because someone (or committee) decided that simple friction would retain the bearing on the end of the output shaft. Sometimes it does, sometimes it doesn’t. Of all the places to save a very few cents, this was not the best choice.
One last detail, when I investigated Steve’s carburetors, I needed to replace the cork bowl gaskets. It had been a year or two since I did that, and I discovered that my six or seven bowl gaskets had shriveled up and gotten brittle. So, new policy here. I’ll only order one or two sets, rather than half-a-dozen as I had done. They apparently have a shelf life, and it’s not terribly long.
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.
toprak wins!
By Wes Fleming #87301
Unless you’ve been rabidly following motorcycle racing overseas, chances are pretty high you’ve never heard of Toprak Razgatlioglu. Twenty-eight years old and from Alanya, Turkey, he’s spent most of his life chasing a goal only 18 other riders have ever achieved: a World Superbike Championship. He won in 2021 aboard a Yamaha R1 and recently sewed up his second win, this time riding BMW’s M 1000 RR. In 2022 and 2023, when Spaniard Álvaro Bautista won back-to-back championships on his Ducati, Toprak finished second each time.
BMW Motorrad officially supported two teams in the 2024 WSBK season, incorporating five riders and showing off the capabilities of the M 1000 RR. The other racers on BMW’s M-class race bike were Garrett Gerloff (US), Scott Redding (UK), Markus Reiterberger (GER) (who subbed in for Toprak for one round due to injury), and Michael van der Mark (NED).
Toprak dominated the podium–winning 12 straight races between June and August–but Garrett finished third twice and Michael won a race during the French round in early September. In fact, it was only in September that Toprak didn’t appear on the podium at least once during each round, and one of those rounds was because he was injured and had to sit out the entire weekend. Michael finished sixth in the overall standings, with Garrett coming in at ninth and Scott at 15th.
In addition to the individual achievements, BMW rated its best finish in the Constructors standings, finishing in second and just 38 points behind Ducati. Each manufacturer gets points equivalent to their riders’ podium finishes in each weekend’s three scoring races; BMW and Ducati were the only builders to score 62 points in a single round, BMW doing it in four straight rounds thanks to Toprak and Ducati doing it twice in a row. Though BMW has only been back in WSBK with official factory-supported teams since the 2019 season, it’s still got to be a bit of a disappointment to Team Blue & White not to have won a Constructor’s Cup yet.
Unfortunately for North Americans, it’s impossible to catch a WSBK weekend in person without buying airplane tickets. In past seasons, they have run at Circuit of the Americas in Austin, Tex., but they don’t seem to be interested in joining us on this continent again. Of the 12 rounds scheduled for 2025, 11 of
them are in Europe, with the remaining round kicking off the season in Australia.
The absolute premier motorcycle racing championship, MotoGP, is much more a world circuit than the apparently oddly named World SBK. MotoGP’s 18 rounds are primarily in Europe, but they visit Asia four times and have one round each in Argentina, Australia, Qatar and the United States, at the above-mentioned COTA the weekend of 28-30 March 2025. BMW does not have a team in MotoGP, as they (in my opinion) wisely stick to circuits where they can race bikes they can also sell— after all, “Win on Sunday, Sell on Monday” is powerful when anybody with enough ready resources can buy an actual race-ready M 1000 RR for about $40,000. (Actually, the adage should end “Sell on Tuesday” since we all know BMW motorcycle dealerships are closed on Mondays.)
By now you might be wondering how a motorcycle racing fan in the United States might be able to watch (and even support) somebody riding an S or M 1000 RR. Look no further than MotoAmerica, where the classes mirror those of World Superbike and you’re likely to see the same bikes in action, albeit bikes without major factory support. MotoAmerica’s season starts in early March at Daytona and wraps in late September at the New Jersey Motorsports Park. In-between are eight other fun-packed weekends of exciting races spread across Alabama, Georgia, Wisconsin, Washington, California, Virginia, Ohio and Texas.
While MotoAmerica’s winner in 2024 (Josh Herrin) rode a Ducati, two riders in the top 5—Cameron Beaubier (2) and Sean Dylan Kelly (4)—rode BMW superbikes. BMW had four other top-five riders in other classes: Jayson Uribe (2, Stock 1000), Danilo Lewis (2, Superbike Cup), Nolan Lamkin (3, Superbike Cup) and Alex Arango (4, Superbike Cup). That’s a lot of BMW motorcycles charging down the straightaways.
If you’re unable to attend any of these races in person, both World Superbike and MotoAmerica offer streaming subscriptions allowing you to spend a tremendous amount of your weekends watching motorcycle racing. MotoAmerica’s full-season subscription is $90 as of this writing; WSBK’s is 70 euros, or about $75. I’ve never had a MotoAmerica subscription (it might be time to rectify that!), but I can tell you from personal experience that WSBK’s VideoPass includes every race in their streaming archives, allowing you to watch Toprak enjoy his dominating season even though you already know he won. To
sign up, visit worldsbk.com and click on the VideoPass link. If you’re interested in a MotoAmerica subscription, visit motoamericaliveplus.com.
There have been rumors in the racing world that Toprak might make the jump to MotoGP, but he’s under contract with his BMW team through the 2025 season, so there’s plenty of time to watch this amazing rider do his thing on his BMW motorcycle. You can also follow all of the riders mentioned in this column on social media; most of them engage with multiple platforms.
Check out Episode 131 of Chasing the Horizon, in which I interviewed Scott Redding during his first season with BMW: horizon.bmwmoa.org/episode-131-scott-redding/.
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.
Below, Toprak Razgatlioglu
Man Oh (Isle of) Man
By Jim Johnston #137364
Beautiful dramatic skies at sunrise over Douglas Lighthouse on the Isle of Man.
A little over a year ago, my wife Monica asked me if I wanted to go on a guided “Luxury Bus Tour” in England, Scotland and Ireland. Normally, “Luxury” and “Bus” are not used in the same sentence, but she assured me that this was in fact a real thing. We would be traveling with Monica’s sister and brother-in-law, who we have vacationed with in the past. As we sat down with our calendars to plot our trip, I noticed that we’d be in the UK at about the same time as the Isle of Man races. Well, that got my attention!
I knew from speaking with friends that booking travel or lodging for the Isle during the two weeks of qualifying and racing should be done well in advance, so I got to work! There was a three-day window between the end of our bus tour and our return flight to the U.S. This was going to be cutting it close. I eventually discovered Duke Travel had numerous packages and decided to purchase a one-day ticket to the event, which included passage on a ferry to and from the Isle and grandstand seating. From what I could figure out, I would be able to attend the last day of qualification. That was going to have to do. So, I booked it, realizing that if something changed on our bus tour itinerary I might have to scrap the Man trip and eat the cost of the non-refundable ticket. Oh well, I’m a gambling man, man!
Months and months went by, then the middle of June rolled around and we were off to Heathrow! After many, many castle and church tours throughout England and Scotland our bus queued up in Wales for a sea ferry across the Irish Sea to Dublin. As luck would have it, in the queue next to our bus was a group of motorcycles! The other bus passengers see the group before I do, and they excitedly point out the bikes to me!
Knowing we’re going to be in line for a while waiting to get on the ferry, I ask our driver if I can get out to check out the bikes. He tells me, “That’s fine, but don’t wander off, when it’s time to roll onto the ferry you’d better be on the bus!”
BOOM!…I’m off the bus and get busy checking out the bikes!
It turns out that five of the group of nine bikes are from Bahrain. Four of those are on BMWs and one is on an Indian. They belong to a group (Bahrain Motorcycle Club) and have already travelled over 9,000 miles by the time they lined up to ride the ferry to Dublin.
The next day we ended up in Killarney after an epic tour of the Guinness Brewery in Dublin where I had to drink my wife’s sample pints as she doesn’t like beer. Later, while checking in to our hotel I see four bikes roll in to the parking lot. Naturally I had to see what they were riding, and I’m surprised to see that they had Illinois plates! Before my wife drags me away to help her with our luggage, I find out that a windshield company had shipped their four bikes over to Ireland to test a variety of windshields.
Above, The author and his wife Monica. Below, Always a good day for a Guinness!
After a few more days in Ireland and, of course, more churches and castles and pubs, we were back on the ferry and returning to merry old England. As we got close to the end of our guided tour, I finished plotting my path to the Isle. My passage on the sea ferry departed from the port of Heysham in Northern England about four hours north of London by train, and we had booked a hotel in London for our last four (post bus tour) days.
With the hotel within walking distance to Victoria Station, I checked out the departure and return times from London to Heysham and figure out that I could catch the train to Lancaster, then anther train to Heysham, wait at the port for 10 hours and then hop on the ferry in time to see a day of racing. Then, I can catch the ferry back to Heysham, wait for the train
from there to Lancaster, wait for another train to London and make it back in time to fly home the next day with my wife. WHEW! My biggest concern was that something would delay my return to London and that I would miss my flight. Monica would not like that…at all.
I was up at 3 a.m. the next morning, and after several subway and train connections, I had a ten-hour wait for the “Isle of Man Steam Packet Company” ferry which departed at 1:30 a.m. for a three-and-a-half-hour trip to the Isle. The ferry station was PACKED with mostly motorcycles and at the appointed time, the bikes were directed onto various decks on the large ferry. Then the pedestrians, (me included) were directed to a lounge where a scrum formed to find an empty seat in the lounge. I found a wall to lean against and wait out the journey.
Some of the many pubs found in Dublin, Ireland.
After about 6 a.m., we pulled into Port Douglas on the Isle of Man. A bus delivered us to the assembly area near the Start/Finish line where we could take a shuttle for a lap around the 37-mile course the racers would be riding later in the morning. A recently retired Isle of Man racer at the front of the shuttle offered everyone a blow-by-blow description of the track over the shuttle loudspeaker. Since it was only about 7 a.m. and there were only a few people on the road, the shuttle driver got everyone in the mood with a little “spirited driving!”
View over Douglas Harbor on the Isle of Man.
Back at the assembly area, we got souvenir goodie bags and breakfast. We were on our own to explore the vendor area and the pits before the racing began later in the morning.
I found my way down from my grandstand seat and then out to the start/finish line where I saw a couple of motor cops and a huge number of motorcycles lining up behind them. I found out that there would be a parade lap with the motor cops and two patrol cars leading the parade. After about 10 minutes they took off, and I was surprised that it took 17 minutes for the parade to pass me.
When I purchased my ticket, I was only expecting to see the last day of qualification. As it turned out, my ticket was for the actual Superbike TT race where riders take off at about 10 second intervals, with a pit stop after their fourth lap for fuel followed by two more laps. The grandstand seats prove to be great for watching the staggered starts of the race and the pit stops.
with a pair of RTPs just before the start of the parade lap.
During the race, Michael Dunlop was posting record setting speeds and looked to have the race wrapped up. Then he came in for his pit stop while in first place. I’ve watched more than a few races here in the U.S., and I’ve never seen a rider swap out their face shield. Usually there are a lot of tear offs, but never the entire face shield. Well, that’s what they do here, and as luck would have it, Dunlop’s shield was improperly re-installed. After he exited the pits and got less than a mile away, he realized this and was forced to stop, take off his gloves, take off his helmet, and move the shield to its proper position, THEN get back to his lap. All of this dropped him from first place to fourth place when he finishes his last lap. What a heartbreak!
After the racing was over for the day, I had about three hours to kill before heading back to my bus pick-up spot. With an armload of souvenir shirts, hats and decals to take home, I made it back to the bus stop before the appointed departure time and headed back to the port. After boarding the ferry, I found a comfortable
Posing
seat and a snack then unsuccessfully tried to take a nap during the three-and-a-half-hour trip back to Heysham.
Later that day, with Monica and the in-laws, we all boarded our flight for the 11-hour trip back to San Francisco and finally, home to Fresno where our son picked us up and drove us home. I can’t wait to give him his souvenirs and to tell him about the Man experience.
Like many of my friends, I’d been fascinated with the Isle of Man races, and it’s always been something I’d wanted to see in person. I’ve finally done it, and I can’t wait to do it again, but I still don’t know what that three-legged logo for the Isle of Man means!
Jim is retired from a 32-year law enforcement career in Fresno, California, and has been happily married for 46 years with two adult children and one grandchild. Jim now works as a Greeter on Saturdays at Herwaldt Motorsports (to get his employee discount!).
Jim has ridden a motorcycle in all 50 States and six Canadian provinces and has attended every MOA National Rally since 2008. Currently, Jim owns four BMW motorcycles.
The flag of the Isle of Man.
The Day I Thought I Lost My Father
By Dustin Silvey #224778
“A father is a man who expects his children to be as good as he meant to be.” ~ The Left Hand of Darkness by Ursula K. Le Guin
I lunged at the sandwich wrapper as the wind carried it across the gas station picnic table on the outskirts of Pemberton, British Columbia. Barely catching the floating plastic, I shoved it in my riding jacket pocket then asked my father, “Why aren’t you eating your sandwiches?”
The look of confusion on his face told me something was up even before he spoke. “Well, don’t tell your mother, I think they blew out of my pannier bags,” he said.
Through my laughter I replied, “How!? You closed them, didn’t you!?”
“Ugh, son, I don’t know,” he said. “Can I have one of yours?”
I handed him one of my mother’s home-made sandwiches and laughed while watching traffic go by for about 20 minutes before putting our gear back on and heading off towards the Horseshoe Bay ferry terminal just outside Vancouver.
My father and I haven’t always had the best relationship. I don’t think my lifestyle fit into how he thought a young man was supposed to live. To be honest, I spent a long time figuring out what I wanted to do with my life. That statement suggests I now know; I do not. I always thought my father had a hard time seeing that I was happy wandering through jobs, travel and school. Thinking about it now, I believe he was just worried I would give up, move back in with him and my mother and spend my days playing video games in the basement.
We butted heads a lot and our arguments often led to shouting or not talking to each other. On top of our differing views on life, we also didn’t share any hobbies. While I like board games, travelling and fighting (in a ring of course), my father enjoys cycling, reading and volunteering. Eventually, we found one thing we both liked and saw eye to eye on: motorcycles.
My father has been riding motorcycles for longer than I’ve been alive. Once I arrived and was tall enough to touch the pegs, he would often plunk me down on the back of his bike and take me all over British Columbia. Some of these trips were fun while others were painfully boring. I remember one ride in particular and watching the odometer roll over while dying of boredom, waiting for our destination to show up around the next corner. I won’t say I was the easiest child, and I think I sometimes got on his nerves while on these trips. Still, we always came back smiling. When I was finally old enough to get my license, I thought about getting a motorcycle, but because my father didn’t show much interest in wanting to do it together, I just left it alone. It wasn’t until 20 years later when Janel and I were married that I thought I finally wanted to get a motorcycle.
Four months after getting my license I rode my Kawasaki 300 Versys-X from Vancouver to Kamloops to visit my parents. When I was leaving, my father decided to ride back half-way with me. We had a good time laughing and just enjoying the curves of the road together. When Janel and I left on our cross-Canada trip, my father attempted to ride the first leg to Golden, British Columbia, with us until we made him turn back because the weather was so bad. Four months later, he met up with us for the last leg of our return trip from that same expedition. He just happened to be walking out of the hotel as we pulled in, and his face showed how ecstatic he was to see us returning after our adventure. Even though motorcycling was one of the few things
my father and I had in common, we had only ridden together those three times in five years. This is why, when my mother told me my father wanted to ride home with me from my visit to their house last July, I said, “Of course!” I was excited and even suggested we take the long route from Kamloops through Lillooet and Whistler to arrive at the ferry terminal later in the day.
One of the reasons this ride was to be special was that my father was turning 80 and had said this would be his last year riding. His good friend and riding partner had stopped riding a few years ago when he realized his reaction time and coordination were deteriorating, and I think my father was seeing the same thing happening to him. Whenever I tell people that my father was still riding at 80, people often say, “Wow, that’s crazy!” For me, I don’t really notice his age as he is my father and can do now what he did when he was 40.
Early on the morning of our departure, as we were putting on our gear, my mother came in carrying two small bags.
“I made you both lunch with stuff each of you like. I don’t want the two of you to starve,” she said, and she handed each of us one of the bags.
Smiling she then said to me, “Be careful and don’t ride too fast! Your father is old, be nice to him.”
I explained that he would be leading so he could set the pace, and I would just do my own thing behind him. With the plan all in order, my father and I took off for our fourth and final motorcycle ride together.
When we made the turn out of Kamloops towards Cache Creek, my father took the lead as planned. We chugged along a little over the speed limit, but nothing too intimidating for either of us. About 30 kilometres (18 miles) down the road, the sky started to darken with forest fire smoke, causing visibility issues on the highway from the fire blazing about 40 kilometres (25 miles) south of us. The orange hue of the sun barely broke through the smoke, and we both had difficulty breathing. We slowly made our way to the Highway 99 turnoff where the smoke cleared; I took the turn first, ending up in the front. I waved my father ahead so he could retake the lead, but he shook his head and incoherently shouted something at me that I can only still to this day assume meant, “No.” From there, we enjoyed the quiet, twisting road that is Highway 99.
When I was young, we always drove to Lillooet to see my mother’s parents for family holidays, which meant I knew this road like the back of my hand. However, I had never ridden it on a motorcycle. Now that I was in front, I did push the pace. I gave it a bit more gas coming out of corners tucking tight to the bike while practicing my countersteering on the S-curves. I was always looking back at where my father was to ensure he was safe and to check that he hadn’t fallen too far back.
Arriving in Lillooet without any issues, we needed fuel and pulled into a gas station on the outskirts of town. There were three BMW R 1250 GSes hanging out at the gas station and wouldn’t you know, they were all MOA members! After a short chat, fueling up and a snack, I asked my father how he was feeling.
“Good! Ready to go when you are,” he said.
I was a little surprised, as I don’t stop much while riding and
was worried he might be getting a bit fatigued. If he said he was good to go, I had to trust him.
My father and I have had discussions about motorcycle safety gear. As an old school Harley rider, he is a fan of skull caps. I won’t ride with him if he wears one and have tried to get him to wear a full-face helmet, even going as far as giving him one. The best I could ever do was get him to wear an open-face helmet. He loves to say, “Well, I have been riding for years;” you know the rest.
As we rode higher and higher into the mountains towards Pemberton, the air got a lot cooler, and I was thankful for my full-face helmet keeping me warm. I am pretty sure my father felt the cold mountain air blow right into his face, slowly freezing his whiskers.
After lunch, we carried on through the Whistler traffic and made our way to Squamish. We had one last fill-up before wrapping up our last 50 km (30 miles) to the ferry. As my father pulled in behind me at the pump, I noticed he was looking a little tired.
“You doing all right?” I asked.
“Yeah,” he said. “Just don’t get too far ahead of me.”
“Why don’t you take the lead?” I asked.
He refused and I told him, “We can’t go very fast here anyways, there is just far too much traffic.”
Jumping back into traffic, we made our way further south. This road is famous for its twists and turns, but it being a Friday in July, traffic was wall to wall. Whenever we had a chance to pick up the pace, we did, but never anything too extreme. Coming through an S-bend, I heard a loud “crunch.” I looked in
my mirror but didn’t see anything. I then noticed the traffic in the oncoming lane slamming on their brakes. I probably rode another 100 metres up the road before I realized my father wasn’t behind me anymore. At first, I wondered what might have delayed him, but it only took a microsecond before my mind started to panic and realize what likely had occurred.
I quickly made a U-turn and rode up the road as far as I could before traffic blocked the road and shoulder. My bike fell to the ground as I jumped off and started to run up the oncoming traffic lane. A woman standing by her truck saw me coming, and I instantly identified the horror in her face; at this point, I was sure my father was dead. I turned the corner and saw his Harley smashed on the road in several pieces and my father laying in the oncoming traffic lane with his arms up and twitching.
As I approached him, I ripped my helmet off while saying, “I am a paramedic; who has called 9-1-1? I need someone to hold his head.”
A woman was sitting with my father, holding his hand and said her daughter was calling for help. A guy came running over, and I showed him how to hold my father’s head to prevent a neck injury from getting worse. I then looked at my father and saw his pupils were the size of saucers and he was gasping for air.
Good, he is alive, was my first thought.
I next started repeating, “Dad, dad, can you hear me?”
He looked directly at me, which showed me he was aware. At this point, I noticed the shock in everyone’s face around me as they all came to the realization that this was my father. I started to do a full body assessment and found he likely had three broken ribs on his right side, a broken hand and a small cut on
With my father and waiting for help to arrive.
his chin. At this point I couldn’t determine if he suffered a concussion, but was thinking from what I had found so far and looking at his motorcycle that he was getting off pretty easily.
With my work done, I started to chat to the woman holding my father’s hand. When asked if she saw the crash she said: “He just crossed the line into the other car. I don’t know what happened.” She shook her head with a look of concern. I didn’t give her a response, but in my head, I thought maybe we were just going too fast. She then noticed I was done doing all I really could do for my father until help arrived and asked if I would prefer to hold his hand. “No, I really think he would prefer holding your hand,” I said with a cocky smirk which made us both laugh.
While we waited for the medics to arrive my father started to talk to me. He really wanted to get up. “No,” I said. He also wanted his helmet off. “No!” I said again. He was embarrassed and asked, “How’s my bike?”
“Yeah, it’s toast, dad,” I replied. He looked surprised that his motorcycle hadn’t made it through the crash. Shock can do some funny things to people’s minds.
Right and below, The accident scene.
“Don’t worry about it, we will get it dealt with,” I told him.
Once the official medics, fire, and police arrived, a gentleman came over and asked how I was doing. I said fine, and I am usually fine in these moments as I was a paramedic in a former life. With the professionals taking over, I finally had a look around and saw that a bunch of motorcycles had ridden up the shoulder to see what was going on.
One rider came over and said, “Hey man, I can’t pick your bike up alone. Can you come back with me and help?”
As we went to pick my motorcycle, I noticed other riders and car drivers collecting my father’s things including his pannier bags, tank bag and anything that exploded out of said bags. People were really coming together which brought a small smile to my face.
As they loaded my father into the ambulance he yelled to me, “Do you have my wallet, Dustin?” Ever my father, worried about the money.
“Yes dad, all your stuff is in the ambulance,” I answered.
The ambulance left the scene, headed to Lions Gate Hospital in North Vancouver. When I threw my leg over my bike to follow, a woman walked up and asked if I was okay to ride. I explained to her I would be fine, and I didn’t really have another choice. I took off down the road and gave Janel a call on my Cardo. I had already told Janel and my mother that the accident happened, so Janel just chatted with me on the phone as I made the 20-minute ride. I had a bit of a breakdown at this point, as I really believed the accident was my fault. My father loved riding motorcycles and I may have just taken that away from him. Janel spoke with me about the accident and really took the time to explain to me that no matter why the accident happened, I wasn’t in control of his motorcycle. After speaking with her, I got my crap together and made it to the hospital in one piece.
My father was gabbing away as the paramedics wheeled him into the emergency room. Since he was so chatty, I thought I should ask him what happened on the motorcycle. He said with a bit of confusion in his voice, “I don’t know, the bike just didn’t turn. I must have hit some gravel or something.” Hearing that took some of the weight off my shoulders.
It turned out my father had a punctured lung, meaning he would be staying at least one night at the hospital. I hung out with him in the ER for several hours as he was in and out of consciousness. While he was sleeping, I picked up his helmet and saw the whole right side of the helmet was damaged. He must have hit his head hard on the pavement and then slid along the road on his face. I thought to myself that if he had had on a skull cap, he wouldn’t have a face left, and likely would be dead.
The next day, my father’s lung had already healed and he was in high spirits and ready to go home. However, before we could get him home, I had to show him something.
“Dad, the woman who was holding your hand, Lilly, was in a Tesla and she recorded the accident. Do you want to see it?” I asked while getting my phone out of my pocket.
Looking very unsure he said, “Yeah, I guess.”
Above, My father's damaged helmet. Below, On the gurney awaiting transport to the hospital.
As we watched the video, we saw me come tearing around the corner and then moments later my father came into view. He just did not even attempt to turn his motorcycle. He rode right into the car on the other side of the road. We watched the video several times. Slowing it down, we saw his head bounce off the pavement and him spin around like a turtle flipped on its back. In the background you hear a male in the car with Lilly calmly ask, “Is he dead?”
My father slowly took the video in. After teasing him a little to lighten the mood, I finally asked, “What happened? Were you daydreaming or just not paying attention?”
He looked up at me and said, “I am pretty sure I was trying to figure out what the hell happened to those sandwiches!”
My father is fully recovered now. He won’t ride anymore and knows he was lucky to have made it out of this crash with minimal damage. We can laugh about it now, and both my mother and I tease him a bit. I am sad that we won’t be able to share this one thing we both love anymore. However, every time an issue of Owners News shows up on their doorstep with one of my stories, he calls to ask me about it. So maybe we can still share in motorcycles together, if only indirectly.
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.
My father at the hospital.
Heroism!
BY MARK MILLER #231864
I was dripping with sweat when the sweep rider eased past my R 1200 GS to assist a guy whose V-Strom was lying across the trail. I thought to myself that Carl had been wise to bail-out of riding this part of the journey while I contemplated the odds of my 145 pounds of geriatric athleticism successfully piloting a 600-pound adventure motorcycle down a muddy Class 6 road without incident. I began to wonder, “Are my decisions exhibiting symptoms of cognitive decline?”
We were near the end of the Big ADV, a 190-mile long, guided ride held during the Touratech Dirt Daze Rally, and had yet to reach the challenging part that the tour guides warned us about. Solo participants–ones like me who didn’t know anyone else at the event–were instructed to pick another rider as a buddy, someone to check they were present before the group departed from a stop.
I asked Carl to keep an eye out for me because he looked to be about my age and both of us planned to avoid riding through the five hero sections dispersed throughout the day-long tour. Waiting a few minutes here and there, for gung-ho riders to show up covered in smiles and mud, seemed a preferrable choice to the humiliation of having others help me pick up my bike multiple times.
To discourage straying from that plan, I showed up with my GS wearing fully expanded Vario cases, loaded with tools, extra gloves and bottles of Perrier. Andrew, the ride leader, took one look and knew this ol’ dude was sticking to the easy stuff. That’s what I thought, too.
managed to stay on course and was thrilled by the experience. It was a big boost to my confidence. Dang! Too bad there wasn’t a witness.
After lunch one of the tour guides began luring some of us easy goers into riding the last hero section. He said the only difficult obstacle was a drop from an eight-inch diameter iron pipe down to wet rocks a couple feet below. Otherwise, the whole section was billed as, “Just an easy downhill slope.”
I looked over at my new buddy Carl, and we figured it was benign enough for both of us to give a try. However, when the group arrived at the hero section, Carl meekly joined the less ambitious riders.
Apparently, it isn’t considered “heroic” to scale a steep powerline trail covered with loose, golf ball-to-baseball sized rocks, because the guides led us over one without offering an option. If you stopped on the way up–and managed to stay upright–you’d have to go back to the bottom. It’s virtually impossible to re-start going uphill on a surface like that. Fortunately, when I reached the climb, riders ahead and behind were out of sight, otherwise they’d have heard me reciting a mantra of, “Keep a light grip!, Steer with your feet! For Pete’s sake, keep your f*****g weight balanced over the pegs!” during the entire ascent.
With no one to hold me back, the big GS clawed its way up the stone-covered grade in second gear, dancing and hopping around like it had stepped on a wasp nest. Amazingly, I
“Bro, that was cold!”
We’d barely covered a third of that hero section, a trail littered with downed saplings, rocks, ruts and puddles large enough to swallow Jeeps whole, when the V-Strom rider went down. I was happy for the few moments it allowed me to catch my breath and thankful the rider was unhurt, though his bike did suffer a broken windshield.
I was the last participant heading down the trail, looking for all the world like a monkey clinging to the back of a rodeo bull. After a mile of dancing the slip and slide ballet, we arrived at the infamous iron pipe drop-off. I braced myself in anticipation of the penultimate challenge, and eeeeeased the front wheel over the edge.
It was a non-event! The drop was easier to negotiate than the greasy mile-and-a-half that led up to it. “Wow,” I thought to myself, “I might survive after all!”
A quarter mile later I emerged from the woods with a grand smile across my face. The sweep rider pulled up alongside, gave me a big fist bump and shouted, “You have really good balance!” Well, you know that made my day! I was in a state of euphoria all the way back to the North Haverhill, New Hampshire, fairgrounds.
It may have been a small accomplishment by many a rider’s standard, but meeting that challenge let this old biker feel like a legitimate hero. Many thanks to Americade and Touratech for putting on the fantastic Dirt Daze Rally.
Next year I may even leave the saddle bags and Perrier back at camp!
The Riding Bug
Kim Caruso #216863
My teenage daughter has been bitten. By the riding bug, I mean, and I couldn’t be happier.
Lainey rode pillion on a recent Edelweiss Bike Travel tour we took in the Alps. It was an amazing trip, but she came away wanting to be a pilot, not a passenger.
We who love to ride are well aware of the thrill one feels when the engine makes its first roar/growl/purr after pressing the starter, and the satisfaction of being an active participant maneuvering a motorized craft through the landscape, with all of the sounds, smells and sensations–
After my husband had been riding for a couple of years, he encouraged me to take the Motorcycle Safety Foundation course. So, one sunny October weekend, I did just that, and not long afterward, a new-to-me red F 700 GS was in the garage!
Since that time, our motorcycle collection has shifted and morphed, but now includes several BMWs including an R 1200 GS Adventure, an R 1250 GS, an S 1000 XR and now Lainey’s G 310 GS. There are a few Austrian machines in the garage, as well. (An addiction is an addiction! What can we say?)
even tastes, when a bug sneaks inside your full-face helmet–that motoring on two wheels provides. Most of us know that you are either completely smitten by those sensations or you aren’t. There really is no in-between. My husband and I do not come from motorcycle lineage and arrived at it late in life. I was happy commuting locally on a 50cc Vespa; meanwhile, my husband confessed he had had moto-curiosity since he was a teenager and proceeded to get his motorcycle endorsement and then purchase a used KLR on which he explored local forest service roads.
We live in the small burg of Durango, Colorado, a town nestled at the feet of some of the most beautiful mountains in the Lower 48. Most full-time residents here eke out a living here are athletes and outdoor enthusiasts.
The budding soccer stars and mountain bike kids in Durango could easily find their tribe. It was not that easy for Lainey. She would more than likely be the kid picking dandelions far away from the soccer field or doing somersaults in the pool while the swim coach encouraged her to go faster. As she has gotten older, she has found her strengths and her people, but it was a bumpy road at times. So, when she commits to learning a new skill or trying something out of the ordinary, we are excited and want to support her.
Our daughter is a calm and competent car driver, and my husband and I like to think we helped her to see with “motorcyclist’s eyes” during all those required supervised driving hours before she got her auto license. When she announced she wanted to get her motorcycle endorsement, we were sure she would be more than capable of learning the ropes.
“Our family traveled to the Austrian Alps for a motorcycle tour when I was 16,” Lainey said. “I loved the experience of being on the motorcycle, but really wanted to learn to ride so I could be in charge of my own experience and not have to depend on others!”
She had also been hatching a plan with our two friends, Mary Zeleski (#156854) and Lisa Taylor (#209443), to work on the skills needed to learn to ride and obtain her moto endorsement. Mary and Lisa are former MSF instructors
Kim with Lainey (left) while on an Edelweiss tour in the Alps.
and motor officers, and Lisa was a women’s GS Trophy team member. Lainey chose her crew well! Although rising early in the summer is a chore for teenagers, Lainey did just that to beat the heat of the day and work on her riding exercises with her coaches.
When the weekend of the MSF course arrived, Lainey was a little nervous but overall felt confident. She was by far the youngest at 17, and the only female in the class. However, she quickly learned that all her practice had paid off when the instructor began referring to her as “the Pro” and asking her to demonstrate many of the drills.
It was also a great feeling for Lainey when she went to the DMV to get her motorcycle endorsement on her driver’s license. The DMV staff had yet to meet any teenagers who had previously passed the MSF course!
Now, Lainey has left for her first year of college, and the bike had to stay behind. I do not know what her future with motorcycling will hold. However, as a parent, I hope she holds onto the satisfaction of learning something new though not typical and finds joy in this or another life activity that will reward her with new experiences, new friends and a community of like-minded folks such as my husband and I have found through motorcycling. We are lucky, indeed.
Kim started riding motorcycles at the age of 50 after discovering they are safer than horses and is attempting to make up for lost time! She loves her work as a pediatrician but is delighted to be semi-retired. She lives in southwest Colorado and spends as much time as possible having fun in the mountains.
Above, A formal portrait of Lainey and her G 310 GS. Below, Lainey on her G 310 GS while taking her MSF course.
solo motorcycle crashes
By John Lloyd #236695
Solo motorcycle crashes are one of the leading causes of motorcycle accidents and are unique in that typically, no other vehicles are involved. Oftentimes the root cause is rider error because motorcycles are considerably more complex to operate than passenger vehicles. Riders involved in a solo motorcycle crash are typically riding too fast or have inadequate experience. Riding too fast for conditions reduces time and distance available to respond safely to potential hazards, such as other roadway users. Lack of experience includes lack of appropriate training or failure to maintain training. Many riders purchase an expensive motorcycle–a bike far too powerful and heavy for their riding abilities–and ride less than 3,000 miles per year–generally in a straight line. When they are faced with a hazard, they panic and make poor choices which all too often result in injury or death.
Braking
Unlike cars, the front and rear brake systems on a motorcycle are typically independent from each other with the front brake operated by a lever on the right side of the handlebar and the rear brake is operated by a foot pedal. As car drivers, we learn that hard braking is performed by the right foot. However, doing so on a motorcycle can lead to trouble as about 70% of the braking power on a motorcycle comes from the front brake.
As front brake force increases, weight transfers to the front tire, increasing the tire force on the road surface,
permitting even greater application of front brake force. However, sudden over-braking on the front, on a motorcycle not equipped with ABS, can produce a front-tire skid, which can cause a loss of control. This can make it challenging for an inexperienced rider to find the sweet spot between hard braking and over-braking on the front tire.
By contrast, using the rear brake only offers 30% braking efficiency and can cause the rear end of the motorcycle to skid and “fishtail,” since there is generally less weight and a larger contact area on the rear tire.
Experienced motorcyclists learn to use both the front and rear brakes together and doing so, riders can outperform the stopping power of most other roadway vehicles.
Steering
Motorcycles also differ from other vehicles in the way they steer.
In a car if you want to go right you turn the steering wheel to the right and vice versa. Whereas, on a motorcycle if you want to go right, you turn the handlebar to the left. On the surface this appears to be counter intuitive. However, due to the geometry of motorcycles, when you turn the handlebar in one direction, the bike will lean in the opposite direction. It is this lean that causes the motorcycle to turn. This phenomenon is called counter-steering.
To turn through a tighter curve, riders simply increase the lean angle. Modern sport motorcycles are capable of lean angles up to 60 degrees which allows motorcycle racers to turn corners at high speeds. However, most curves on public roads don’t require more than 15-degree lean angle, which is generally the comfort limit of many novice riders.
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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florissant, Colorado
By Reneé Fisher #204792
After enjoying a day under a blue Colorado sky while meandering through the foothills of the Rockies on our bikes, we stopped by a favorite café for homemade cherry pie and coffee.
Upon entering the quaint shop that was once a home, the warmth of decades gone by embraces you with its comfortably worn oak antique tables and chairs, buck stove, floral wallpaper with wainscoting and wool carpeting much like what my grandmother had in her southern Illinois farmhouse. Adorning the walls are black and white photos of days gone by when streets weren’t paved and ladies wore long, full dresses and sun bonnets.
Once inside, we made our way back to the kitchen to place our order, then found an empty table and removed our riding jackets. Once we sat down, Stephen began reading the local paper as I casually glanced around to see who the other customers were.
At a small table next to a large window facing the parking area, was an elderly woman with beautifully coiffed, snow-white hair. She seemed to be lost in thought and somewhat wistful as she gazed in the direction of our motorbikes. Seeing her, I walked over and ever so gently said, “Excuse me for interrupting
you, but I couldn’t help but notice your somewhat distant stare at our bikes. Do you have a connection with Triumphs?”
At the time we were riding vintage-looking Triumph Bonnevilles. Riding our Triumphs we were frequently stopped by people in small towns who had stories to tell of riding Bonnevilles in the 1960s. I thought that perhaps this woman had a similar story.
It seemed to take her a minute to realize that someone was talking to her, as she must have mentally been a million miles away. She smiled, offered me a seat and with a gleam in her eye, shared with me her connection to motorcycles.
She told me that back in the mid-1970s she lived in Sioux City, Iowa. At that time, Honda had just come out with their Gold Wing, and she was determined to purchase one. Two dealerships in Sioux City had them available in their inventory and when she pulled into the first dealership, she hopped out of her car and immediately located the Gold Wing on display in the showroom.
Admiring the bike, she asked the salesman if she could take one for a test ride, but was promptly refused because she was a woman. Not to be deterred, she drove over to the second dealer, who graciously offered her the bike to take for a ride. In love with the bike, she made the purchase and soon after rode it home where she shared many miles of riding with her son, including one into Canada. Apparently on that trip her son did not have the proper documentation to enter, but when he told the border patrol that his mother was on the bike behind him, he was allowed entry.
It’s why we ride to connect with local residents who wouldn’t likely share their stories if we were isolated in a car.
Since that ride, I have moved on to a BMW while my dear husband, a bit older than me, happily rides a Can-Am Spyder.
Have you had an interesting experience while out on a day ride? Something you’ve seen or experienced that made that ride unique. We welcome you to share your story here in Day Rides. Send your story and photos to editor@bmwmoa.org
The Costello Street Coffee Shop in Florissant, Colorado.
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the incredible disappearing motorcycle
By Mark Barnes, PhD #222400
Motorcycles produce a multitude of wonderful sensations. This cornucopia includes visceral delights like the throbbing power pulses of an accelerating big-twin, the oscillating g-forces generated by a series of s-turns, and the ever-changing textures of a trail surface transmitted vividly–yet comfortably–through well-tuned suspension. There are visual features to admire, whether standing nearby or perched in the saddle: brilliant chrome, exotic carbon-fiber, gorgeous paint or exquisite lines. Auditory offerings range from basso profundo rumbling to turbine-like howls, each delivering its own special version of aural satisfaction. Some riders even appreciate the smells associated with their motorcycles, such as the acrid scent of two-stroke exhaust. Controls putting up a tiny bit of buttery-firm resistance before moving slickly, smoothly and positively are another source of enjoyment. Indeed, there are numerous sensual pleasures to be savored on each and every ride, assuming a bike is in good working order, but I think the ultimate riding experience occurs when all of these vanish.
Certain motorcycles become invisible once the rider climbs onboard. These bikes have minimalist front ends, without fairings or elaborate dashes, and their ergonomics position the rider’s head far enough forward to require a little downward nod to see the gauges. Mirrors are placed wide and/or low, so they barely register in the field of vision without a lateral glance. The rider’s view ahead is completely unobstructed, containing only the imminent situation and a wide-angle panorama. The result can feel a tad eerie, like we’re flying through the air Super Man-style, with no visual evidence there’s actually a machine transporting us. Still, we can relish the other sensory cues reminding us of our motorcycle’s presence and its agency in producing this exhilarating illusion. Fantastic, yes, but wait–there’s more!
Uh, actually there’s less!
Another level lies beyond mere invisibility, a level not necessarily dependent on the deletion of all visual traces. Yet here, the motorcycle does entirely disappear. Any discrete awareness of it via our senses gives way to a state of flow wherein there is only intention and movement. This can be so ethereal that the Super Man
analogy is too crudely concrete to do it justice; we have entered a surreal world of Pure Spirit.
Typically, a high degree of “good fit” must exist between bike and rider to achieve such transcendence. While I’ve owned and ridden a great many motorcycles, only a precious few have suited me this perfectly. In such cases, every point of physical contact was exactly where I wanted it to be with exactly the right pressure and contour. It was as though a team of engineers and designers took all my bodily measurements and interviewed me extensively to discern all my preferences for the feel of seat, pegs, bars, grips and controls. Maybe the motorcycle arrived from the factory with most of these already sorted, or at least the built-in adjustment ranges contained my ideal settings. Maybe some parts had to be modified or replaced to achieve the desired match. Either way, the interface between the bike and me was so sublimely attuned to my wishes, I lost the sense of a physical boundary between us. No edge pressed into my flesh, even lightly. No pivot diverged from my own natural biomechanical arcs. And no control moved with anything but the silkiest precision. Nothing about the machine intruded into my perception. All those sensory treats enumerated earlier were certainly present, but–like delicious food “melting in your mouth”–much of their appeal was how briefly and how slightly they called attention to themselves. At the same time, feedback from the tire contact patches came through clearly and usefully, keeping me in touch with the details of road or trail and available traction.
Then there was the domain of action. Those extraordinary motorcycles not only felt exactly as I desired, but behaved that way, as well. The clutch engaged precisely where I felt it should, with the friction zone spread over the proper distance of lever travel. Engine response was purposeful and reassuring right off the bottom, but without any hint of abruptness, and power was plentiful at any speed–I need only twist the throttle to indicate my desired thrust or velocity and it would instantly take effect. Steering was telepathic, reliably synchronized with my moment-by-moment wishes, sans any twitchiness, heaviness, delay or tendency to fall into corners–utter neutrality, with just
enough confidence-inspiring steadiness to avoid the need for constant correction. Braking was equally responsive, whether delivering extremely subtle speed reduction mid-corner or eye-poppingly hard straightline deceleration, the stoppers simply gave me whatever level of intensity I requested, linearly and without hesitation. Each change of speed or direction so accurately reflected my intention for the motorcycle to become not only an extension of my body, but also my will. All distinctions between self and machine dissolved.
This might sound indicative of a sterile, characterless, generic motorcycle capable of doing pretty much everything flawlessly–but also boringly (I’m looking at
you, Honda VFR800 Interceptor). That’s not what I’m talking about. The bikes which fit me so exquisitely were quite different from one another, reflecting things changing as I age: specific tastes, priorities and blind spots. For me, the list includes Kawasaki’s first 900 Ninja, Ducati’s 90s-era 750SS, Honda’s original CBR900RR and VTR1000F Super Hawk, Suzuki’s carbureted SV650, KTM’s fuel-injected 990 Super Duke, 250XC-W and Duke 890R, Beta’s 390RR-S, and BMW’s R 1250 RS and GS. While not exotic, these bikes were all undeniably rich in character, but their respective characteristics (with varying degrees of modification) played well with my own at the time. Certainly, this assortment would inspire different opinions in other riders, and at this late stage of my
own personal evolution, I wouldn’t embrace earlier selections with the same harmonious intimacy, either. On whatever mount we find superbly well-fitting, we feel not only a oneness with our bike, but also the environment through which we’re moving. It’s impossible to fully capture this experience in words, but it’s akin to being reduced to motion itself–motion through scenery and atmosphere, motion along a stretch of pavement or wilderness, motion without thinking as we normally conceive of it. There is no rider, no motorcycle, no road or trail. Everything coalesces into a seamless stream of consciousness involving no self-consciousness, no sense of time or distance or concern, only continuous, rapturous motion as an expression of our wordless intentions. In a daily life riddled with countless obstacles, limits and frustrations, this is a genuinely radical exception, a glorious counterpoint to everything else. During the fleeting moments in which everything comes together on this kind of ride, we are omnipotent and carefree. Nothing stands between wish and action, or between action and outcome. Desire and reality are contemporaneously and indistinguishably fused.
Of course, such dreamlike ecstasy is inevitably short-lived. Something eventually disrupts our fragile state of flow and mundane consciousness returns, with all its distractions and limitations. We are again a human being on a separate mechanical entity with a destination we need to reach. Boundaries get reconstituted, we’re aware of the time, and the present is again invaded by thoughts of the past or future, or the present somewhere else. We are no longer immersed solely in the Here and Now. We may continue loving all the sensations of our ride, but we’ve left the spiritual realm and returned to the material world–definitely a step down.
What’s worse than the brevity of such states is their scarcity. Some riders have only had the experience on rare occasion, others not at all. There’s no way to deliberately control flow; by definition, it’s not something we “make” happen, because that would involve self-consciousness, which interrupts flow. If we so much as notice flow is happening, the process of reflecting on it immediately destroys it, or occurs only because the flow state was already ending. That doesn’t mean all the fun is over, but we’ll be confined to the joys of routine awareness until we again slip into flow.
We can’t will ourselves to sleep. In fact, “trying” to fall asleep usually ensures continued wakefulness (and escalating annoyance). Instead, we can only set up the necessary conditions and then let sleep happen. The
same is true for flow. As with sleep, the details will vary among riders regarding the requirements for entering the flow state, but some general prerequisites include obvious things, like a calm, positive mood, a relaxedyet-active body, and sustained concentration remaining open to the big picture. These are far easier to achieve when the motorcycle fits us really, really well. The fewer discrepancies between rider preferences and motorcycle deliverables, the better the chances the two will merge into one; any contrasts will highlight their separateness.
Bike setup is an area many riders neglect out of ignorance; they don’t realize various adjustments are readily available or they lack information about what impingements can be alleviated by the aftermarket. Perhaps they’ve never even sat on a bike which truly and fully suited them, physically and psychologically. They’ve enjoyed riding despite areas of poor fit between them and their machines, not knowing it could be better–maybe much better. Or some mismatch may have spoiled their fun, causing them to pull back from motorcycling altogether, without understanding what was actually wrong. They concluded the problem was motorcycling instead of a particular motorcycle, or even just a part of one.
This is why it’s a good idea to sample as many different bikes as possible. Without lots of reference points, it can be hard to orient to what’s missing or askew. Race Tech Suspension’s founder, Paul Thede, is fond of saying, “The best you’ve ridden is the best you know.” Until you’ve experienced the supple control of superior suspension, for example, you can’t clearly imagine how much better it feels than your familiar equipment. The same principle applies to every aspect of motorcycle fit and performance. Because each rider has their own unique combination of bodily dimensions and personal preferences, different bikes/setups will appeal to different riders; there’s no single “best” configuration. The options are, for all practical purposes, infinite. To get our bearings within this vast landscape of possibilities, we must explore. Things may not be as we expected on the basis of speculation. An alternative ergonomic arrangement is likely to have advantages and/or disadvantages not apparent until we’ve spent significant time with it. When we stumble upon a motorcycle which addresses some problem we didn’t realize was solvable, it can be a startling revelation, prompting the urgent purchase of a new part–or a whole new bike!
The best motorcycle is the one which completely disappears during use. Take an inventory of where and how your bike intrudes into your awareness during
rides, just as you would evaluate a new pair of shoes in the store. Any little impingement is apt to become more salient over time; you want zero pressure points, zero awkwardness, zero mismatch–not only in terms of the body/ bike interface, but also between your instructions and the bike’s responses. Don’t resign yourself to discomforts or dissatisfactions. Instead, attend to them closely and identify exactly what is less than ideal. Only then will you be able to search effectively for remedies. These don’t have to be major problems (surely you’ve already avoided or solved those).
I’m talking about small issues, nuanced imperfections which may be just enough to interfere with the establishment and maintenance of the flow state. While you can’t make flow happen, you can get things out of its way. It’s well worth the effort.
The more your motorcycle is aligned with your ideals, the more likely you are to forget it exists. Ironically, having your bike disappear is one of the greatest peak experiences in all of motorcycling.
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.
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
Taz Logan’s 1981 R 100 RT
By Daren Dortin #60755
A little about Taz
Taz lives in Brisbane, on the east coast of Australia, and works as a heavy vehicle mechanic. At 29 years old, he’s already spent many years working on buses, but later jumped over to plant mechanics, where he works on gas-powered generators at landfills.
What started your affair with 247 Airheads?
After owning a very problematic Honda cx500 about 10 years ago, I was in the market for a bike I could ride reliably. As a mechanic, I could really appreciate the aesthetic of the boxer engine with the cylinders coming out the sides. Seeing them on the road always entertained my interest in bikes. Shortly after selling my Honda, I bought a 1985 R 65, which was the first bike I rode a lot. That bike started a love affair with riding on the local mountain roads around me and it was common for me to leave the house before sunrise and spend the rest of the day exploring roads on my R 65.
Other bikes you currently own, Airheads and otherwise?
I currently own two other BMWs, a 1980 R 80 G/S and a 1976 R 90/6, both of which I’ve had for six years. I also own a 1967 Moto Guzzi V700 and a 1974 Honda CB 750.
Are the other riders in your peer group fans of the classic bikes, or do they scoff at seeing you wrenching on these old timers?
For the first few years of riding my old bikes I rode solo, as I didn’t have any friends riding older bikes. As time went on, my brother purchased a 1972 CB750 and we have taken some amazing rides togethers. I guess my involvement in classic bikes snowballed as I attended more bike shows and rallies, where I met some really incredible people I’m really grateful for. The only time people scoff is when I break down and need a ride home–but it’s always in good spirits.
How did you find the ‘81 RT?
As it is with all great deals, it started with a late night of scrolling the internet on marketplace. I messaged the seller about the bike, and he sent me a paragraph of directions to get to a farm almost two hours away where the bike was located.
Was there a back story, work history or receipts with this RT, or did you buy it just hoping for the best?
The farm I bought the bike from had recently been purchased by a bunch of farmers, and the previous owner had apparently left the bike behind there. The new owners knew the bike’s owner and said he was planning on doing some touring on the bike back in the day but never got around to it. Unfortunately, I never actually met the last owner who rode the bike, but it seemed very original; it even had the factory tool kit under the seat.
What did you find that REALLY needed attention?
When I purchased the bike in 2021, the air filter was engraved to be changed in 1998. Needless to say, it needed a lot. The biggest thing I found were the brakes. Also, all the rubber hoses were blocked due to the internals breaking down. Both front and rear master cylinders were seized, and the calipers needed to be rebuilt all round.
What surprises did you find when getting the bike roadworthy?
I had the dream, as I think most people do, that when they find a bike it was in good running order when parked. In my case, it wasn’t exactly that way. To get the bike running, I rebuilt the carbs and removed the sump to clean any dirt that was in the engine. Not long after that, I started riding it and noticed it smoked a bit, so I removed the cylinder heads and found extremely worn-out valve guides. After I rebuilt the heads and refitted them, I found the timing chain was stretched and the ignition can dodgy. After installing a new chain and a wedgetail ignition system, I took a great road trip covering 1,200 kilometers over a long weekend and took many more great rides since that time.
How do you get along with the RT fairing and windscreen?
I love it. What really changed my mind on the fairing was the first time I rode the bike in the rain and I stayed dry tucked under the screen. I think for function, the fairing and screen is a great thing and have had a lot of thought and engineering put into them.
You could have gone a number of ways with this bike: refresh and repaint or strip it down to a standard bike. Why did you choose to stay with original paint and configuration?
When I first connected the battery on the bike, the clock in the fairing started ticking like it was new. I was amazed that after 20 years of sitting, all of the components still worked so there was no need to do any more. I have a great appreciation for how well BMWs are made. For me, the bike tells a story, and I love being able to continue it.
What is the appeal for you with keeping a bike in original condition?
Overall, the BMWs I’ve owned just work so well in original form. Most things on BMWs are rebuildable, so I have a blast working on and riding these bikes. I do take my bikes camping on rallies, so original paint is great for me–a lot less to worry about when riding up dirt roads. All my bikes are older than I am so I do try to keep their history alive the best I possibly can.
Listeners to the Airhead 247 Podcast share stories behind their original condition, survivor bikes. If you have an original paint, survivor 247 Airhead, we’d love to hear about it. Drop us a line at airheads247@hotmail.com.
Daren hosts the Airhead 247 Podcast and lives in Mountain View, Arkansas. His first BMW was a 1972 R 75/5 purchased in Athens, Ohio, in 1990. His current rides include a ‘75 R 90S, ‘77 R 100 S, ‘78 R 100 RS, ‘81 R 80 G/S and a 1994 K 75. Daren also works as a for-hire drummer and can be heard on recordings by Jimbo Mathus and Alvin Youngblood Hart.
muriel farrington - riding onto another journey
By Steve Pelletier #154517
I first heard of Muriel Farrington while at MAX BMW, our local dealership, when I was shopping for my first BMW motorcycle. At 50 years old, I was a newbie, and the bike I eventually purchased was a beautiful 1996 BMW F 650.
I was told the previous owner of the bike was a moto adventurer from Vermont who rode all throughout the country! I listened with awe as the salesperson described Muriel Farrington, her solo moto adventures and her lore in the BMW motorcycle community. From that purchase experience, I modeled my personal moto adventure plan after Muriel’s. I finally met Muriel a few years later at my first Rally, the 2010 BMW RA Rally held that year in Vermont.
I remember Muriel kindly listening to my story about owning her former bike and how I hoped to follow in her footsteps. She was so gracious and encouraging to me that we quickly became friends.
Muriel and I both preferred solo riding and would often meet in Conway, New Hampshire, at a spot
equally distant between our homes for lunch and a few games of cribbage. During those games I would always ask her about her latest travels or details on rides I was thinking about. The amazing thing about Muriel was that she had an unbelievable memory for details of roads, routes and people she met along the way. As I was engrossed in listening to Muriel’s moto adventures, she was concentrating on our cribbage games and usually kicking my butt.
Ours was such an easy friendship–the kind where we wouldn’t see each other for months at a time but when we got together again, we’d just hug, pick up the cards and play and chat like no time had passed. This went on for many years.
Muriel wasn’t feeling well after leaving the Richmond, Virginia, National Rally in June 2023 and rode herself to a nearby hospital. It was there that Muriel discovered she was seriously ill, but was so tough she never made a fuss.
I believe one the BMW MOA community’s finest hours was when Muriel expressed to me her concern about her health, her bike and getting home. Upon listening to her, I called my dear friend Jennifer Ott who quickly rallied our members, and the BMW MOA community quickly came together to help our friend. So many people helped her, including visiting her in the hospital, that even now this memory still brings tears to my eyes. Great job BMW MOA community, I’m proud to be associated with such good people.
This past spring Muriel was able to attend the DownEast Rally held by the Riders of Southern Maine. With an oxygen tank in tow and her tireless spirit, she soundly whopped me again at cribbage while offering one of her “what did you expect” looks that I had grown to love.
This past weekend the BMW MOA and MOA Foundation dedicated a display of Muriel’s bike, equipment and
Riding the Tail of the Dragon.
gear at the new MOA Museum and Archive in Greer, South Carolina. I was lucky enough to help set up and clean her bike and the gear Muriel donated to the museum. (Although Muriel gave me hell for wiping off all the bugs and dirt). Her daughter Norma and her husband were on hand for the dedication, while Muriel was digitally there via FaceTime. Sadly, Muriel passed away the following Monday. I’m so happy she got to see her display and the efforts of those that truly loved her.
I know Muriel is on her next solo adventure, and I’m sure that one day in the future, we will hug, play cribbage and have many more stories to share.
Love you, Muriel!
Enjoying a game of cribbage together.
Welcome our newest MOA members
Rafael Abreu Union, NJ
Craig Ackerman Oak Park, IL
Roberto Alexander Payson, AZ
Edward Ammon Monument, CO
Steve Arsenault Centreville, VA
Andrew Asnip Mount Juliet, TN
Moonzer Ayed Rochester Hills, MI
Eugene Baccaglini Jeffersonville, VT
Kamran Badizadegan Windermere, FL
Jesse Bahr Beaverton, OR
Michael Baines Turners Falls, MA
Denver Bane Niskayuna, NY
Ronald Bereznicki Bloomfield Hills, MI
Seth Berger East Brunswick, NJ
Anthony Berryman Chelsea, AL
Erik Bertz Kansas City, MO
Noah Blair Culver City, CA
Jon Blankenship San Andreas, CA
Peter Blodgett Sacramento, CA
Kevin Bower Santa Rosa, CA
Vincent Bray Alexandria, VA
Anthony Brocksmith Peoria, IL
Mike Brooks Victoria, BC
Bryan Broyles Acworth, GA
Peter Brundrett Sammamish, WA
Tom Carlson Helotes, TX
Kevin Cartwright Simpsonville, SC
Jose Castro-Perez Hopkinton, MA
Wayne Chaikin Gardiner, NY
Mohan Gandhi Chinnasamy Redmond, WA
Allen Collins San Jose, CA
Juan Contijoch Coral Gables, FL
Tony Crowder Ooltewah, TN
Chris Davi Frederick, MD
Craig Davisson Jacksonville, FL
Taylor Deutsch Nashotah, WI
Aline Dias Taunton, MA
Courtney Diaz Nashville, TN
Frank Doepke Los Gatos, CA
Glenn Doncer Commerce, GA
Timothy Donnelly Spearfish, SD
Sharon Drago Plaistow, NH
Christopher Drewer Greer, SC
Charles Eary Longmont, CO
Loren Easter Springfield, IL
Brian Echard Lake Saint Louis, MO
Jack Eissler North Barrington, IL
Jessica Farquhar Campbell Louisville, KY
Marco Ferrario Vienna, VA
Tom Fort Glenmoore, PA
Stephen Fox Severna Park, MD
Rex Frazier Brimfield, MA
Jim Freeborough Lexington, MI
Erich Fritz Marengo, IL
Andrew Gale Pelican Waters , QLD
Ray Gifford Port Charlotte, FL
David Goff Richmond, VA
Fermin Gonzales Fort Belvoir, VA
Bob Gonzalez Easton, PA
Jose Gotay Chicopee, MA
James Graves Annville, PA
Karl Green Dallas, TX
Dustin Grooms Concord, NC
Phil Grundy Village Mills, TX
Dennis Guevarra Chicago, IL
Christopher Guthrie Canton, OH
James Haake Kansas City, MO
Paul Hager Washington, NC
Chris Hammel Summerville, SC
Gordon Hanson Indian Land, SC
Dave Harte Upland, CA
Michael Hatcher Santa Fe, NM
Lloyd Hedges Hurst, TX
Ross Heeren Juniata, NE
Justin Helms Blanchard, OK
John Herke Mandeville, LA
Richard Herman Homer Glen, IL
Carlos Herrera Cypress, CA
Silas Hessler Tok, AK
Brent Hetrick Bentonville, AR
Timothy Hill Lakeside, CA
David Hoel Centralia, WA
Gary Holloway Peoria, AZ
Matt Howard Glen, NH
Robert Howe Midland, MI
Christopher Hsu Rockville, MD
David Huntsperger Mill Creek, WA
Randall Hust Lubbock, TX
Jose Irala Coral Springs, FL
Dennis Jaeger Wilmot, SD
Martyn Jenkins Tampa, FL
Allen Jeter Berthoud, CO
Jason Johnson Parkersburg, IA
Martin Johnson Royal, AR
Aaron Johnston Beaverton, MI
Maciej Kaminski Hanover Park, IL
Heather Kanys Lethbridge, AB
Brian Kates Plymouth, MA
Faisal Khan Sterling, VA
Robert Kidney Port Ludlow, WA
Paul Kiszely Huntsville, AL
Gary Kniseley Rockford, IL
Marco Kotonski Oakland, MI
Carolyn Krchmar San Jose, CA
Richard Kurtz Aroda, VA
Dean Lambert New Haven, CT
William Lange Lakewood, CO
Andrew Lass Moss Point, MS
Norman Lastovica Salida, CO
Joseph Leondike Midwest City, OK
Adam Liebelt Escondido, CA
Leonel Lima Billerica, MA
Catlin Lind Portland, OR
Eugene Long Bryn Mawr, PA
Alex Lopez Boston, MA
Kenneth Lubinski Tyndall, MB
John Lucci Rochester, MI
Carlos Luna Odessa, TX
Theodore Lynds King George, VA
Scott Macfarlane Westminster, CO
Daniel Major Marathon, ON
Joseph Maloney Grapevine, TX
Peter Marra Sumterville, FL
Justin Marsh Scott, AR
Bruce Marshall Indianapolis, IN
George Mayes Nixa, MO
David McClelland La Crescenta, CA
Robert McGimsey Morganton, NC
Jim Megna Ewing, NJ
Nathan Mende Watkinsville, GA
Daniel Mendoza Nashville, TN
AC Mercker Lovettsville, VA
Curtis Miller Lubbock, TX
Jack Miller Highlands Ranch, CO
Barry Morris Newbury, MA
Scott Morrison Eugene, OR
Steve Myers Ephrata, PA
Uday Naik Plymouth, MI
Agnaldo Neves Gilbert, AZ
Christopher O’Connor Divide, CO
Rob ONeil Frederick, MD
Bogdan Opanasyuk Wheeling, IL
William Palmer Valdese, NC
Charles Peak Gilbert, AZ
Mark Pearson Daleville, AL
Patti Perez Eastvale, CA
Ralph Perez Eastvale, CA
Ralph Person Lancaster, CA
Doris Poe Greeley, CO
Darrell Pointer Surfside Beach, TX
“I joined because a friend lent me his magazine and my wife thought I’d enjoy my own subscription. This is my second R 1200 RT. The first one was a Roseville police bike that I had to put a lot of work into. It’s been a great bike, but it was time to upgrade to a newer model. My favorite riding spot is Highway 49. Here’s me with my bike (with my pre-riding happy face!)”
Dave Brais #237047
Waldir Policarpo Uxbridge, MA
Miguel Portela Longs, SC
Nathan Porter Mesquite, NV
Robert Poteshman Highland Park, IL
Ty Powell Hixson, TN
Aaron Pufal Port Angeles, WA
Arjun Rangarajan Hinsdale, IL
Sara Rayner Apex, NC
Damon Reabe Ripon, WI
Steven Read Bothell, WA
Bob Rennick Ashland, OR
Kathi Ringle Sanbornville, NH
Jose Rivera Saint Petersburg, FL
Jordan Roberts Cleveland, TN
Gregory Robinson Westlake Village, CA
Christopher Rossi Putnam, CT
David Rozycki Ambler, PA
Christopher Ryan Columbia, TN
Daniel Sanchez Elmwood Park, IL
Donald Schallerer Portland, OR
Kai Schoenhals Oakland, CA
John Schwarz Ringwood, IL
Thomas Scott Lisle, IL
“My name is Parker Zamarelli, I’m 27 from Beloit, Ohio, and I have couple vintage BMWs that I enjoy riding and wrenching on. I have a Moto addiction restoring and customizing bikes in my free time. I just recently finished restoring a 1975 R 90 S silver smoke that sat in a barn for 25 years. I’m very excited to finally join the MOA and can’t wait to learn more from other members!”
Parker Zamarelli #232692
Milin Shah Alpharetta, GA
Dan Shamir Montvale, NJ
Dinesh Sharma Visalia, CA
Brad Shifflett Lexington, KY
Greg Sickmeier Indianapolis, IN
John Simms Vienna, VA
John Slonaker Mesa, AZ
Norman Smith Columbia, NJ
Jeremy Smith Philpot, KY
Dave Smith Portland, OR
Joseph Stacker Box Elder, SD
Francisco Staton Honolulu, HI
Ryan Stewart Panama City Beach, FL
Glenn Stilwell Sacramento, CA
Robert Stoffel Indianapolis, IN
Misha Stolejdova Tacoma, WA
Michael Strzyzykowski Bowling Green, VA
Timothy Tapio Raeford, NC
Denis Tarakanov Des Plaines, IL
Evan Thick Gambrilis, MD
Harold Thorpe Oswego, NY
Cameron Tiemann Woodstock, IL
Scott Townsley Alpharetta, GA
Christian Towsley Downsville, NY
Christian Towsley Hamden, NY
Tim Vail Boulder, CO
Brian VanNote Lexington, KY
Maros Varchola Sarasota, FL
Ron Voorhees Santa Fe, NM
Thomas Wall Fall City, WA
Cory Waltemath Littleton, CO
Jesse Walton King George, VA
Lisa Walzem Fresno, CA
Kody Wasson Hamilton, MO
Greg Watne Loveland, CO
Wayne Westendorf Ankeny, IA
Ellen Westphal Dillon, CO
Riley White Tulsa, OK
David Wickes Narberth, PA
Scott Wiles Covina, CA
Dalton Williams Mahomet, IL
Danny Yee Woodridge, IL
Donovan Young Anchorage, AK
Bryan Zurlo Travelers Rest, SC
Celebrate 50 years of the Square Route Rally
By Bruce Dimon #179681
Not many things in motorcycling last for a half-century, so anything that lasts that long must be for a very good reason. Sturgis, Daytona and the Four Winds Rally have all been going on for more than 50 years and now there is another event that earned that distinct honor: The Annual Square Route Rally (SRR) hosted by the BMW Motorrad Club Washington DC.
The first SRR took place in 1974 when the club, under the original name of BMW Bikers of Metropolitan Washington (BMWBMW), organized an annual weekend rally in the Catoctin Mountains. This turned out to be a winning formula for a great weekend escape from the humid jungles of DC and Baltimore. Amid roads that are scenic and winding, the rally site features grassy camping and bunkhouses and delicious BBQ from a caterer. There are also guest speakers, seminars and lots of door prizes to bring joy to the lucky.
The 50th Square Route Rally will take place at the YMCA Camp West Mar in Sabillasville, Maryland, on June 6-8, 2025. Camp West Mar features five bunkhouse cabins for those who prefer solid roofs and grass fields or a mature tree canopy for those who love camping. Many of our guests find places to stay at an Airbnb or nearby hotels. Camp West Mar also has a large dining hall, an open pavilion with picnic tables that serves as Beer Haus and Seminar Central, a decent WiFi signal and large spacious bathrooms and shower houses. There are also two large fire pits for those who enjoy laughter, storytelling and cigars around a campfire.
One of Maryland’s best ice creameries, the South Mountain Creamery, is a short, scenic ride from camp. Civil War buffs have many choices including Gettysburg, Sharpsburg and Antietam, Harper’s Ferry and Virginia’s Shenandoah Valley. There are also covered bridges to explore nearby. For those interested in the arts and shopping, both Gettysburg and nearby Shepherdstown boast many galleries, shops and sidewalk cafes in restored downtowns. Riders seeking relaxation can visit the spas in Berkeley Springs which host one of National Geographic›s top ten panoramic overlooks in the nation, just west of town on the incredible Route 9. Frank Lloyd Wright’s Falling Waters is 139 miles away, with great roads in between. Then of course, there is the riding!
Camp West-Mar is an easy ride from some of the greatest roads in Maryland, West Virginia, Virginia and Pennsylvania. The Mid-Atlantic Backcountry Discovery Route (BDR) is close-by and convenient for a day trip. Favorite routes include the Dave Keuch Memorial ride to Gettysburg, the Route 9 Loop, the Northern Virginia Piedmont Loop and the Burkettesville Wander.
After a day of great riding, enjoy a delicious catered BBQ from Bollinger’s Restaurant, door prizes, a Tiki Bar, and the Hot Pepper Jam bluegrass band. SRR alumni are invited to drive or ride to this event, so come join us to reconnect and help us remember why the Square Route Rally is so much fun. Register today at bmw2. org/srr and help us make new memories!
Suburban Machinery
www.beemerboneyard.com
WHEN & WHERE
For complete details on any event listed, please visit bmwmoa.org and click on the Events tab.
12/7/2024 - 12/8/2024
BMW NORCAL CAMPOUT AT SALT POINT Jenner, California tourcaptain@bmwnorcal.org
1/17/2025 - 1/19/2025 BMWNEF WINTER RALLY Live Oak, Florida rallychair@bmwnef.org
1/25/2025 - 1/26/2025 CAMPOUT AT SUGARLOAF RIDGE Kennwood, California tourcaptain@bmwnorcal.org
2/21/2025 - 2/22/2025
CAMPOUT AT PLASKETT CREEK Big Sur, California tourcaptain@bmwnorcal.org
3/27/2025 - 3/30/2025
CAMPOUT AT DEATH VALLEY
Furnace Creek, Death Valley National Park, California tourcaptain@bmwnorcal.org
3/30/2025 - 4/13/2025
RIDE PORTUGAL WITH THE MOA!
United States tours@imtbike.com
4/4/2025 - 4/6/2025
HILL COUNTRY HANGOUT Kerrville, Texas makowski.michael@gmail.com
4/25/2025 - 4/27/2025
MOA GETAWAY AT FONTANA Fontana Dam, North Carolina membership@bmwmoa.org
4/25/2025 - 4/27/2025
MOA GETAWAY AT THE GRAND CANYON OF THE SOUTH Breaks, Virginia fred@rides4funseries.com
4/26/2025 - 4/27/2025
CAMPOUT AT LA GRANGE La Grange, California tourcaptain@bmwnorcal.org
4/26/2025
MOTORCYCLE FLEA MARKET/MOTOEXPO Leaf River, Illinois rockbmw2000@yahoo.com
4/30/2025 - 5/4/2025
THE RDV: AN ADVENTURE BIKE RALLY Tellico Plains, Tennessee hans.c.koeller@icloud.com
5/5/2025 - 5/9/2025
SMOKY MOUNTAIN MAGIC TOUR
Fontana Dam, North Carolina becky.smith@bmwmoa.org
5/16/2025 - 5/18/2025
MOA GETAWAY AT BUCKHORN LAKE Buckhorn, Kentucky fred@rides4funseries.com
MOA GETAWAY AT PINE MOUNTAIN Pineville, Kentucky fred@rides4funseries.com
10/3/2025 - 10/5/2025
MOA GETAWAY AT UNICOI Helen, Georgia fred@rides4funseries.com
10/6/2025 - 10/14/2025 ADV CANNONBALL GPS RALLY United States rm@advcannonball.com
Hill Country Hangout 2025
April 4-6, 2025
Kerrville, Texas
Join the San Antonio BMW RA at Kerrville-Schreiner Park in Kerrville, TX April 4-6 for a couple of days of beautiful springtime in the Texas Hill Country. Rally fee of $50 includes 2 nights tent camping, Friday and Saturday night dinner, poker run (additional $5 entry fee), and door prizes and awards. You will be situated in some of the best riding in Central Texas - minutes from Hwy 16 and the Three Sisters.
register, visit
Online registration begins Jan. 1st to Mar. 25th - $50 per person. After Mar. 25th - $60 onsite by cash or check only.
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
Ekke Kok, Adam Chandler, John Boulanger Steve Kremesec, Roderick Gibson, Terence Hamill, Chris Saltsman, Mark Rickards, Simon Coxes, BMW Motorrad, Erron Ralfsnider, Mark Barnes, James Carlisle, Vance Harrelson, Matt Parkhouse, Wes Fleming, Jim Johnston, Dustin Silvey, Mark Miller, Kim Caruso, John Lloyd, Renee Fisher, Daren Dortin, Steve Pelletier, Bruce Dimon and Ron Gregory.
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
A Lonely Ride
After a few days at the MOA National Rally in Redmond, Oregon, Ron Gregory (#67982) sought out and found a little peace and quiet along Nevada’s Highway 50.
Never ride alone
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Join online at bmwmoa.org or convert your current BMW MOA membership by calling 864-438-0962. BMW MOA Platinum Roadside and Tire Protection, available exclusively for BMW MOA members.
