BMW Owners News for Jan/Feb 2025

BMW MOA MEMBERS SAVE 10% ON ACCESSORIES, GEAR AND MORE THROUGH 2025.

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

4 | HEADLIGHT Catching Up to Father Time, by Bill Wiegand

8 | FROM THE FOUNDATION BOARD

Greetings from the MOA Foundation

9 | FROM THE BOARD A Toast to the MOA Foundation, by Brian Dutcher 10 | POSTCARDS FROM THE ROAD 12 | RIDER TO RIDER Letters from our Members

16 | NEWS Thanks to all the riders making the 2024 Grand Coddiwomple a Grand Success, 10% Parts and Accessories Rebate continues in the New Year, Premier Training program expands, Moto iKandi releases 2025 schedule and will donate part of proceeds to MOA Foundation, The 2025 R 12 S, BMW updates the F 900 R and F 900 XR, A new and small GS–the Concept F 450 GS, Bring Home the Trophy, Dick Hautau Receives Friend of the Marque, Rides4Fun expands riding series.

34 | GEAR Alpinestars ST-7 2L Jacket and Pants, by Fred Bramblett

36 | GEAR Airbag Protection

38 | TORQUE OF THE MATTER The future of motorcycle safety technology is here, by Wes Fleming

42 | Suspension Tuning Basics, Part 1, by Mark Barnes

48 | WRIDING Of Clutches and Carburetors, by Geoff Drake

50 | RALLY The 2025 National Rally–A Rhythm and Rides Reunion! By Mari Harrelson

93 | Meet your MOA Foundation Board

96 | SKILLS Cornering Comfort, by Jon DelVecchio

100 | SKILLS Back in the Saddle, by Andrew Simonds

104 | SKILLS Training After a Medical Setback, by Kandi Spangler

106 | THE RIDE INSIDE Another Kind of Fear, by Mark Barnes

$2.0 million in rider training impact since 2020!

CATCHING UP TO FATHER TIME

Each month, an issue of AARP The Magazine shows up in my mailbox, and I don’t know why. I didn’t subscribe, and Judy will not admit to being the guilty party either. Somehow, they’ve discovered we’re both north of 50 and suitable candidates for their advertisers.

It’s not that bad I guess as recent issues showing Brooke Shields, Jon Bon Jovi and Samuel L. Jackson make me realize I’m not the only one getting older. I’m sure Snoop Dogg’s turn as the face on the cover is coming soon. I can easily see Shields making the cover, and maybe Bon Jovi, but not Jackson. Pulp Fiction has always been a favorite movie of mine, but rewatching the scene where Jules recites Ezekiel 25:17 will never be the same.

Like most others of a similar vintage, despite what my knees and back tell me, I don’t believe I’m getting older. The experiences I’ve been privileged to enjoy and the wisdom those experiences have offered prove the calendar to be correct. Regardless of what the calendar says, I’m really excited about BMW’s upcoming F 450 GS.

Much has changed during my tenure as BMW Owners News editor. In this special issue highlighting the good work of the MOA Foundation, we present stories highlighting the best of what they do as they endeavor to fulfill their mission of advancing rider skills, education and training. I was lucky to have been involved in telling two of those stories. The first offers a brief update and photos of the ongoing construction of the Foundation’s new Historical Archive.

For more than two decades just a dream, the last two years have seen the work of many volunteers step up to bring the dream to reality.

Once completed later this year, the MOA Foundation Historical Archive will tell the story of the creation and evolution of the BMW Motorcycle Owners of America, Chartered Clubs, BMW Owners News, our National Rallies and the BMW motorcycles that got us here. But

most importantly, the Historical Archive will tell the story of the people who lifted us all up to bring us to where we are today.

Once officially opened, the Foundation will begin soliciting members, asking for tangible donations to create displays detailing our history. From early Rally programs, photographs, pins and patches to old gear and even motorcycles, all of us can have a hand in narrating the story of the MOA.

The second story I had a hand in telling was that of the MOA’s Premier Training and our partnership with the BMW Performance Center.

While quality motorcycle training opportunities are available across the country, MOA Premier Training differs in that MOA members not only receive worldclass training at a fantastic facility but enjoy a social element, which, after all, is what a club is.

As MOA Executive Director Ted Moyer describes the event, “Everything kicks off with a meet-and-greet dinner the evening before the training starts. You’ll get a good night’s sleep and, after breakfast, be transported to the Performance Center for the first of your two days of training. Lunch is covered at the Performance Center, and you’ll unwind over dinner in town with your classmates, where you can discuss what you’ve learned. We’ll also send you home with a special Premier Training polo shirt. Each participant is also eligible for a Paul B. Rider Safety Training Rebate upon completing their training course.”

Moyer added, “The Foundation is excited to be able to expand the Premier Training classes like this. It speaks to their commitment to rider training and safety, and we hope everybody who attends takes advantage of the Paul B. rebate.”

What hasn’t changed with the Foundation or the MOA is the work of passionate volunteers willing to pitch in and lend a hand to move all of us forward.

With his three brothers, Joseph Brandt (#232483) rode to Lunch Peak Lookout in the Cabinet Mountains northeast of Sandpoint, Idaho.

greetings from the bmw moa foundation!

As we celebrate the beginning of 2025 and the potential that a new year brings, I want to take a moment to thank all who have provided unwavering support of the Foundation’s mission to preserve the rich history of motorcycling by advancing rider skills, education, and training. Whether you’ve been a member for years or have just joined the MOA family, your passion for motorcycling fuels the work we do. It’s your generosity and enthusiasm that make it all possible, and we are incredibly grateful to have your support.

We had an exciting year in 2024. Led by Executive Chair Steve Martin and Vice Chair and past President Tom Gary, we have seen great progress made on our MOA Historical Archive, initiated a new program designed to advance skills of competitive adventure riders, and partnered with various training organizations and charter clubs to connect riders with skills development opportunities.

With the creation of the BMW MOA Historical Archive, preservation of the story of the MOA advances from oral, digital and print to include displays of artifacts and memorabilia in a collection that is located on the top floor of the MOA Headquarters building in Greer, South Carolina. Members that attended the ribbon cutting ceremony in October 2024 were able to see this concept of the historical archive brought to life.

We are still very much at the beginning of the road for the Historical Archive and while the recent ribbon cutting provided an opportunity for a sneak peek at the genesis of this project, the collection will not open officially without additional help and participation from the MOA community. There are lots of ways that you can be a part of this effort,

Contact the MOA Foundation Board of Directors at info@bmwmoaf.org

including donating memorabilia, sharing stories, participating in the Vintage Raffle or making a monetary donation. If you would like more information about how to help the Historical Archive come to life, please reach out to us by calling the MOA office (864) 438-0962 or emailing us at info@bmwmoaf.org.

For adventure/off-road enthusiasts interested in participating in competitive events such as the GS Trophy, a new program called Bring Home the Trophy kicked off at the beginning of 2024. Keep an eye on BMW Owners News and the BMW MOA Foundation monthly newsletter for additional details about this exciting new program.

As we move into 2025, we celebrate the many riders that have benefitted from training grants through the Paul Bachorz Individual Training Rebate and the Clark Luster Group Training Grant. Demand for training grants and rebates was robust over the past year and more than $100,000 in donations fueled training opportunities for hundreds of riders.

Looking ahead, we have exciting projects and initiatives in the works that we can’t wait to share with you. In the meantime, know that your support truly makes a difference. Whether it’s through your volunteering, financial donations or simply by spreading the word about our mission, you are helping create a legacy that will inspire generations of riders to come.

So, here’s to many more miles together! Let’s continue to ride inspired and keep the spirit of BMW motorcycling alive and well for years to come.

The MOA Foundation Board of Directors.

a toast to the MOA Foundation

By Brian Dutcher #160860

Many of you may be wondering why an entire issue of our beloved BMW Owners News is devoted to the BMW MOA Foundation. Aren’t they the same organization? Well, the fact of the matter is we are two separate and independent organizations with two distinct missions, each with its own Board of Directors to establish and drive the execution of their strategic plans.

Before I put you to sleep, I want to say that maybe not being able to distinguish the difference isn’t a bad thing. Having the two organizations working together toward similar goals for the benefit of our members is a win on everyone’s behalf. Simultaneously, having a strong and growing membership that supports the Foundation is key to its survival and mission success. The BMW MOA relies upon the Foundation to continue driving towards its goal of “every rider trained.”

You see, the mere act of developing trained riders has many second- and third-order effects that compound exponentially. Trained riders are more confident in their skills, resulting in greater riding pleasure, which results in more safe miles ridden, resulting in the need for more maintenance, farkles, and the latest gear thus continuing the moto industry’s circle of life. Most importantly, trained riders are safer riders, and safer riders will be around to record decades of adventure on two wheels, eventually inspiring the younger generations to get trained and ride inspired.

Every club member should be thankful for the Foundation’s support in establishing the BMW MOA Historical Archive at the BMW Clubs America campus in Greer, South Carolina. This facility is your archive, capturing fellow members’ achievements, dedication and BMW lifestyle.

I’d like to paraphrase a quote by Broc Glover, my hometown champion, when speaking about the AMA Hall of Fame, "What would the motorcycle landscape be like to future generations if all our

Contact Brian Dutcher at brian.dutcher@bmwmoa.org

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

great racers and visionaries were lost to history? What if their achievements were forgotten?” I can’t help but think the same regarding the MOA.

The late Malcolm Smith inspired me as a child riding in the hills of southern California, and over the past 14 years as a member of the MOA.

Additionally, several fellow members continue to inspire me with their new adventures and continuous skills improvement. This is our opportunity to celebrate and honor those who preceded us.

When it comes to the future, I see a growing and continued partnership between the BMW MOA and the BMW MOA Foundation with 100% of the focus on you, the member.

Lastly, I’d like to congratulate the Foundation on its 25th Anniversary in 2025 and recognize all the effort it took to establish the MOA Foundation and train more than 10,000 riders during this time–training that couldn’t be accomplished without dedicated members and their donations.

For the next 25 years, I’d like to see 15,000+ or half of the BMW MOA membership riders trained each year. I know the goal of every MOA member receiving training every other year may sound lofty, but how can we ever achieve the goal of every rider trained without a target to aim for?

Imagine the exponential effects that would have on the health and growth of our BMW and motorcycle enthusiast community.

If the last 25 years are just the beginning, the future looks bright, my friends. Here’s to 25 more years and 100,000 riders trained!

Counterclockwise from Top Left

Proving Florida isn't all theme parks and beaches, Robert Frey (#234577) shared this photo of the Florida countryside.

From the Pig Trail Scenic Byway, a 19-mile stretch of Arkansas Highway 23 running through the Ozark Mountains. Photo by Luke Slavens #238321.

During an IMTBike tour through Morocco, the group stopped at Ouarzawood–A Moroccan desert outpost and set of many major movies including the recently released Gladiators. Photo by Marc Zylberberg #233901.

Opposite Page Clockwise from Top left

Trying to decide which way to go! Photo by Joe Billing #200404.

Overlooking the Pacific Ocean from Las Flores Mesa Drive in Malibu, California. Photo by Josiah E. Spurr #237376

A photo taken during a late October ride along California's Maricopa Highway 33 between Cuyama and Ojai. Photo by Brian Curtis #197406.

Mike McAdoo (#231573) shared this photo of his 1988 R 100 RS taken along Skyline Drive in Virginia's Shenandoah National Park.

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 t t

moa/ama questions

I was quite surprised to read about the new partnership with the American Motorcyclist Association. If there had been an earlier hint this was going to happen, I missed it.

I’m wondering what the “partnership” entails. Is the MOA going to be just another Chartered Club in the AMA or will it be AMA/BMW MOA and will we see a business-as-usual MOA as viewed from the membership side?

The President’s Column in the November issue of BMW Owners News announced the new partnership and listed all the current AMA hot button concerns but fails to mention what is going to happen to us. Who’s going to be in charge? Will the MOA continue to sail on its own under our flag, or will the MOA come under the rule of AMA. Will AMA President and CEO Rob Dingman be the chief cook and bottle washer of the whole shebang?

Besides the button issues and a combined list of membership addresses, what’s the benefit for MOA members?

In the November issue of the AMA’s American Motorcyclist magazine is a continuation of the AMA’s 100th Anniversary celebration. On page 47, an article mentions how the AMA almost died as a result of multiple money losing fiefdoms and how CEO Dingman came aboard and righted a floundering ship. After sending some of the directors of those fiefdoms/ divisions on their way and turning some of the divisions of the AMA back into money making operations, the AMA seems to be in good shape. Good for them.

Will Dingman, or future AMA Presidents, have the power to reshape the MOA as he/she sees fit? Current good guy Dingman won’t live forever. Makes me want to say Hmm?

One thing that popped into my head: Participating in AMA events requires

membership and additional entry fees. Will MOA members be required to join the AMA to participate in future events?

Thinking out loud,

Stephen Slisz #96137 Bedford, Texas

AMA Life Member #545483

do your own homework

In late September of last year, I had my first deer strike while riding in northeastern Washington. Fortunately, the deer struck me broadside in the right leg and I did not go down, but my 2020 S 1000 XR sustained significant damage as the deer ripped everything off my bike, including all the plastic behind me and the right pannier bag. It was a two-point buck, so his antlers also took off my turn signal and riding lights. My Sidi boots and Alpinestars Drystar pants limited my injuries to four stitches in my right shin, and I was actually able to ride my bike home after reattaching the right pannier with Rok Straps.

After a few days passed I contacted my insurance carrier and set up a date and time for an adjuster to come take a look at the damage and determine the next course of action in repairing my XR. The adjuster found a couple of bikes for sale by dealers and determined the total value to be roughly $16K and the damage to my bike to be about $8K. I agreed and she stated the next step was to submit my claim and her estimates to her supervisor and she would be in contact with me within a few days.

The adjuster emailed me a few days later and indicated the total value was actually estimated at $8K and the bike would need to be totaled. I was given a choice to keep the bike and take their total estimated value or give the bike to the insurance company, and they would sell it to a motorcycle salvage. The latter

method would require a $2K fee for an actual payout to me of $6K. To put it mildly, I was in shock!

The next day I called the claims supervisor and explained what had occurred with the adjuster. I also shared my disagreement with the estimated total value given to my XR. She understood and explained this is called a dispute and it happens fairly often. To dispute the total value, I would need to find three to six comparative motorcycles for sale by dealers on the internet that included a VIN. I asked which dealers and VINs were used in their estimated value. She paused for a moment and gave me the dealer names, but said there were no VINs attached. She vowed to look into this abnormality.

I contacted the two BMW dealers used and found one used XR for sale at $17K but the other dealer had no used XRs for sale. Hmmm. Using Cycle Trader I located six used XRs, all with VINs and submitted them to the claims supervisor.

The average estimated value came in at $16,300. This was the exact number the adjuster gave me when she was at my home calculating the damage. Obviously, her supervisor was hoping to total the bike and limit the payout the required for the insurance company. This is how insurance companies make money–collect premiums and limit claims. They were hoping I would accept their offer and go away. Needless to say, I didn’t go away.

My XR is currently being repaired at the dealership of my choice at an out-of-pocket cost of $250. The moral of this story is to never accept an offer made by an insurance company that does not seem honest, ethical or legal. I’m keeping the insurance carrier due to the claims supervisor’s due

diligence/honesty and my past positive interactions with the company.

Bill Motsenbocker #208084

Leavenworth, Washington

great article by wes fleming Wes’ description of his progression from jeans and t-shirt to ATGATT is very similar to my path regarding motorcycling and safety gear.

The only safety gear I was aware of in 1971 was a helmet, and I rarely wore a jacket or gloves. Later, my jacket was a jean jacket, so I could display my pins and patches from where I traveled. I moved up to boots, gloves and a better jacket. Finally, in 2006 I invested in a First Gear leather jacket, good gloves and boots. But I was still wearing jeans, unless it was raining, then I put on rain gear. About four years ago I purchased armored jeans and a jacket with protection built in.

From 1983 until 2022 I rode a Yamaha Venture, which I purchased new in 1983. I had lots of miles on it, and it still ran and rode well so I didn’t see an economical reason to get a new bike. During those years, maybe I became a little paranoid, or more safety conscious, because I wouldn’t ride two blocks without boots, gloves, leather jacket and helmet.

During all those years riding the Venture, I’d see a lone BMW rider wearing a full riding suit. I loved the bikes they rode, mostly RTs, and thought I could never afford one of those bikes. When I had an opportunity to talk to one of the riders I would ask about the bike and the riding suit. I had a thought that stuck in my mind: one day I’d get one. Then in January 2022 I saw a bright red 2019 R 1250 RT for sale. After discussing it with my

wife, emphasizing it’s safely features, I bought it. Now what I wanted was a riding suit, or jacket and pants. But I had a problem justifying the expense of a good suit.

After joining the MOA , I attended the 2022 National Rally in Springfield, Missouri, where there were all kinds riding apparel on display, and I tried them on. But the cost! After the rally, on my way back to Colorado I went through a thunderstorm. I’ve had this happen many times, and it’s always a hassle: pull off the highway when you can find a place, dig out the rain gear. put it on, and, of course, struggle to get pants over my boots.

One day I posted on the BMW MOA Facebook page asking about rain gear people liked. One rider responded saying he never stops to put on rain gear because he wears an Aerostich suit. As I thought about the safety features of the gear, it being waterproof and working in a variety of weather conditions, I decided to get one and I couldn’t be happier.

Thanks again for the great article, Wes. Maybe others will think about what they wear when they ride.

Carl Graham #227918 Morrison, Colorado

international bike rentals

Riders looking to rent (“Sharing the Ride,” November 2024 Owners News) should check out BMW’s Fuel for Life program in Europe. I’ve rented twice–in Italy for the Dolomites and in France for the Cote d’Azur–and my experiences were excellent.

The reservation website is a little buggy: Enter the dates you want and trust (but verify) that’s what you end up with, even though incorrect dates might show up along the way. And since it won’t accept U.S. as your country of

residence, just enter the country where you’re renting. Note that dealer policies vary on mileage allowance and other factors so I called each dealer a couple weeks before the rental to confirm.

My trips were solo and surprisingly affordable. Flights were less than $1,000 each, rentals for five or six days were around $1,200, and food and lodging were the real deal: My per diem was no more than around $175, as comfortable hotels (with excellent breakfasts) could be had for under $100. You will need an international driver’s license, which you can pick up at any AAA office.

Clinton Baller #142924 Birmingham, Michigan

a good dealer

Mark Barnes’ article “Stealerships” and the comments here reminded me of the value of a good, customer-first dealership. Here is my experience with that type of dealership as a new rider.

When I first began riding, I wanted a BMW, so, before I even had my license, I went to a midwest dealership to see what was available. At this dealership, there was a new R 1100 R on the floor that seemed a good fit for me (in my eyes). I could flat foot it, and it didn’t seem overly heavy. But the salesman told me “Don’t buy this bike.”

He went on to explain why I shouldn’t buy it, and I understood that reasoning. When I asked what else they had that might be better, there was no other bike available that would be appropriate. This salesman would rather lose a sale than to put a customer at risk. As you may imagine, that impressed me. It made me want to give them my business.

I ended up finding a used F 650 elsewhere on which to learn and get my license. Sometime later, that bike got upgraded to a used R 1100 RT as I gained

more experience. Eventually, I was ready for a K 1200 RS and went back to the same salesman for this new purchase. He had more than earned my business. Of course, I also promoted that dealership and salesman whenever I had the chance.

If I’d gone to a Stealership for my first bike, I might have been convinced to buy something I couldn’t handle. A priority of sales may have put my life at risk. If I’d known they were pushing something I wasn’t ready for, I’d also have avoided that dealership in the future.

In 1993, Ken Blanchard and Sheldon Bowles wrote a business book, Raving Fans. It says that if businesses provide great customer service, they will build a loyal customer base. And those customers would, at no additional cost to the business, help to bring in even more customers.

I wish more dealerships understood this instead of adopting the Stealership label instead.

Tim Butterfield #230480 Anacortes, WA

getting into the flow

I just finished reading Mark Barnes’ article “The Incredible Disappearing Motorcycle” (December 2024 BMW Owners News), and it brought to mind a few thoughts I’ve experienced over the years.

I too have experienced the “flow” that Mark describes, though I don’t think I’ve used such eloquent language to talk about it. Certainly, a well-suited bike makes it easier for that to happen, but for me it is sometimes a combination of beautiful

surroundings and butter-smooth asphalt. I can still vividly recall a fall day many years ago when I was riding over Thompson Pass in Montana where the highway department had very recently completed repaving the road. I felt I was gliding effortlessly through turn after turn, and yes, the VStrom disappeared. Or riding north up the Idaho side of Rattlesnake Gorge on either my previous Triumph Tiger 1050 or my current BMW F 900 XR, twisting from turn to turn, the only reminder of what was propelling me upwards was hearing the roar of the exhaust.

Mark is right that you can’t manufacture flow–it happens, or it doesn’t–but some conditions make it more likely to occur.

I’m always a little excited when I start a trip, be it one day or many, and it takes a bit for me to settle down, but eventually I stop thinking about what I’m doing because riding habits and instincts take over. For some reason though, I always notice something when I’m almost home. Riding through my familiar town and eventually my neighborhood, I have that feeling of one-ness with the bike. I’m so comfortable on it, feeling balanced and in complete control, that riding is effortless. It’s these feelings and thoughts that make riding motorcycles so much a part of who I am.

Thank you Mark for putting into words what a lot of us feel when riding.

planning for the ride

I enjoyed Mark Barnes’ article “Breaking Down or Not” in the November issue of BMW Owners News. I agree with it 100%.

I practice much of what Mark outlines regarding keeping up on riding skills, physical and mental fitness. I have been able to continue to enjoy riding but have made some adjustments due to a medical issue.

Three years ago, my wife and I were riding in Oregon heading from Eugene to the coast. The temperature when we left Eugene was 90 degrees. When we got to the coast it was 55 degrees. We stopped and adjusted layers, had a small snack and continued on to our destination about an hour away. I have prediabetes and have had issues with dehydration. I thought I was managing it well until I wasn’t.

Close to our final stop I made a wrong turn down to a beach area then felt some balance issues making a U-turn. Returning to the highway, I became disorientated approaching a T intersection. In coming to a stop, I knew I had to put my feet down but couldn’t reason to do it. I remember saying to my wife “I’m sorry” as we tipped over like Arty Johnson on Laugh In. Although it wasn’t very funny.

Washington

Tom Clark #232009 Spokane,

While my wife was okay, I suffered a grade three separation of the AC ligament in my right shoulder. Fast forward to the present. My shoulder healed just fine, but I had to make some changes if I was going to

WE WANT TO HEAR FROM YOU!

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

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

continue to ride. After reviewing what happened with my doctor, I made some adjustments to my diet when I learned how nutrition is absorbed into the cells when you eat or in my case not absorbed well at all.

When you consume food your body releases insulin. The insulin is supposed to open up the cells to receive nutrients to be stored for energy. With prediabetes this process doesn’t happen efficiently. To better control this I was directed to eat equal amounts of carbohydrates and protein in smaller quantities. Smaller quantities of food more frequently work better because larger quantities don’t get stored and cause the body to produce more insulin and that gets stored as fat. I’m not a doctor, but this is how this process was described to me.

To manage this while riding, I have learned to always take food (some combination of protein bars, almonds, carrots, trail mix or cheese) with me when I ride. I always take water with me as well. Stopping every hour and half to drink water and every three hours for water and food has worked well for me to maintain sufficient energy levels. Since making these adjustments to my diet I have had no other issues like described above.

While this isn’t ideal for many riders, I’m still riding at 75 and enjoy it in what I consider to be a safe manner for me. I don’t think my situation is unique to me. Although everyone is different and have different needs to consider, managing medical issues can be tricky. Make certain you get professional advice if you’re concerned. One additional thing I do before I ride is ask myself three questions. How do I feel? Can I perform the riding tasks required? Can I perform the tasks as long as I intend to ride?

If the answer is yes to all three questions, I get geared up and enjoy the ride. That’s my mantra (choose your own) as suggested by Nick Ienatsch.

Wayne Nankervis #37283 Hortonville, Wisconsin

Over 10,000 riders have trained since Foundation inception!

THANKS TO ALL THE RIDERS MAKING THE 2024 GRAND CODDIWOMPLE A GRAND SUCCESS!

By Bill Stranahan #217669

Lions, tigers, jaguars, bells, beavers, mountain men and the Oregon Trail. What do these things have in common? They were all challenges in the 2024 Grand Coddiwomple that was just completed.

For those of you who are unaware of the Grand Coddiwomple event, it is a photo scavenger hunt that this year had nine challenges requiring riders to take pictures of the challenge object and their flag and motorcycle. They then submitted these photos to earn points after the photo was judged to ensure that it contained the requirements of the challenge. We had 346 riders registered for this year’s madness!

The event takes place from April 1st to October 31st (April Fools’ Day to Halloween).

The score that is needed to complete the Grand Coddiwomple is 300 points, and we had 133 finishers punch their ticket to get an entry to the drawing that will take place on or around National Squirrel Appreciation Day, January 21.

The Grand Coddiwomple is the ultimate excuse to ride your motorcycle to a vague destination. Getting one more

Ding-a-ling or finding the USPS in that town that has Beaver in the name drove our riders crazy this year! If you would like to see what the challenges were, they are still available at the MOA web page under “Events.”

Congratulations to the event champion, Sharron Zoyhofski! Sharron is a repeat champion and this year she scored 57,900 points with over 1,000 photo submissions. Second place went to last year’s champion, Bob Fulton with 42,200 points. Third place went to Joe Tavani with 37,850 points.

The judges were kept busy with 15,444 submissions, an increase of over 5,000 submissions from the 2023 event. The most popular challenge was the My Ding-a-Ling Challenge with 5,678 submissions. Riders scored a grand total of 722,500 points. Fifteen brave riders survived their adventure on the Oregon Trail and scored a bonus of 2,550 points this year. They will be receiving an additional certificate commemorating this achievement.

The Grand Coddiwomple staff provided the answers to questions and tech support with the Riders’ Portal, and they were emailed to the Grand Coddiwomple Central email inbox.

The 2025 Grand Coddiwomple will start on April 1st, 2025 (April Fools’ Day), with registration opening on February 2nd, 2025 (Groundhog’s Day). Watch the Grand Coddiwomple Page on the BMW MOA website as the start date draws closer to get a head start on what the 5th Annual Grand Coddiwomple Challenges and Rules will be!

More Than $80,000 Saved by BMW Members in 2024!

The BMW Motorrad Parts & Accessories Rebate proved to be a popular member benefit in 2024 with over $80,000 in rebates paid to BMW MOA members who submitted more than 1,800 purchase receipts to earn an average of $85 per member in cash!

Through a special arrangement with the MOA, every purchase of Original BMW Apparel, Accessories, Parts, Classic Parts, Service Parts and Replacement OEM Parts made at a BMW Motorrad dealer based in the United States or online at shopbmwmotorcycles.com, could qualify for the rebate.

BMW Motorrad is continuing the incentive in 2025 with an “All the Time” 10% rebate for MOA members. Purchasers must be MOA members at the time of purchase and submit documentation within 60 days of the purchase date to support the claim. The rebate is currently scheduled for the remainder of 2025 but can be withdrawn by BMW Motorrad at any time.

In the streamlined submission process, no participation or agreement from the selling retailer is necessary. Claims for rebate are managed by the MOA and members are free to support the dealer of their choice. There are a few exceptions, but in most cases, if it has a BMW part number, MOA members can earn a 10% rebate!

Visit bmwmoa.org/partsrebate for offer details and submit your claim!

premier training program expands, dates announced for 2025

MOA members will have five opportunities between March and October this year to train with the best in the business at the BMW Performance Center’s U.S. Rider Academy, with more flexibility and training than ever before.

“After several years of the single-day programs, we wanted to find a way to make the Premier Training experience even better, more valuable to the MOA membership. After discussing it extensively with the Performance Center, we came up with the new two-day training and the ability to choose either on- or off-road classes,” said Ted Moyer, Executive Director of the BMW MOA.

Each session is limited to 16 riders to maximize the trainer-totrainee ratio. You choose whether you’d like to take the on-road or off-road class, get yourself to Greer, South Carolina, and we’ll take care of the rest! Your registration fee of $2,795 includes all training classes and materials, plus three nights at the Greenville Marriott, all your meals, ground transportation between the Marriott and the Performance Center and the use of a new BMW motorcycle during the training course. We can even get you back and forth to the airport in Greenville!

Moyer continued, “Everything kicks off with a meet-and-greet dinner the evening before the training starts. You’ll get a good night’s sleep and after breakfast, be transported to the Performance Center for the first of your two days of training. Lunch is covered at the Performance Center, and you’ll unwind over dinner in town with your classmates, where you can discuss what you’ve learned. We’ll also send you home with a special Premier Training polo shirt. Each participant is also eligible for a Paul B. Rider Safety Training Rebate upon completion of their training course.”

Ted Moyer added, “The Foundation is excited to be able to expand the Premier Training classes like this. It really speaks to their commitment to rider training and safety, and we hope everybody who attends takes advantage of the Paul B. rebate.”

The on-road training includes a variety of skills including slow riding, trial stops, city navigation, emergency stops, obstacle avoidance and advanced braking techniques. Off-road training includes slow riding (on dirt!), slalom navigation, tackling washboard ruts, emergency stopping on loose surfaces, hill climbing techniques and other advanced off-road riding topics. While you may use your own motorcycle for the Premier Training courses, you assume all risk and responsibility for any damage. We recommend riding the Performance Center’s motorcycles, the use of which is included in the course fee.

Scheduled training dates are:

March 27-28 September 18-19

April 16-17 October 23-24

May 12-13

For more details, click the EVENT tab at bmwmoa.org

moto ikandi

To donate Part of Her 2025 Training proceeds to the bmw moa foundation

Moto iKandi, a premier off-road adventure motorcycle training and coaching service led by former BMW GS Trophy U.S. Women’s Team member and off-road motorcycle coach, Kandi Spangler, is thrilled to unveil its 2025 schedule.

Starting in May 2025, riders eager to hone their off-road adventure riding skills can participate in immersive training sessions at premier locations such as The Farm in Denver, Colorado, Grit Moto Adventures near Park City, Utah, and select motorcycle dealerships throughout Colorado.

Moto iKandi’s focus on adventure riding extends beyond training to include educational seminars offered at major motorcycle rallies, including the BMW MOA National Rally. Furthermore, Coach Spangler has authored several articles on the importance of consistent training and practice by motorcyclists to maintain or improve skills. She draws on her background as a commercially rated pilot and the training required to remain proficiency. Her goal is to help others gain confidence and skill on a motorcycle by sharing her knowledge and passion for riding. She also promotes other reputable training organizations on her website stating, “You don’t need to necessarily train with me, but the magic happens when you train with a professional coach who can take you to the next level.”

New in 2025, Moto iKandi is deepening its commitment to the adventure riding community by donating 25% of net proceeds from all training sessions to the BMW MOA Foundation, supporting their rider safety and education initiatives. Additionally, riders who complete Moto iKandi’s off-road training courses in 2025 will also receive an exclusive discount on additional training opportunities at the BMW U.S. Rider Academy in Greenville, South Carolina. For a complete schedule, to book your spot, or to see if Moto iKandi will be offering training near you, visit www. motoikandi.com.

THE 2025 R 12 S

INSPIRED BY AN ICON

By BMW Motorrad

With the new BMW R 12 S, BMW Motorrad expands the Heritage line with a tribute to the iconic R 90 S, which in 1973, made a statement for BMW Motorrad with its 67 hp, top speed of 124 mph, double disk front brakes and sporty riding dynamics.

Hans A. Muth, BMW’s Chief Designer at the time, created a beautiful and sporty motorcycle, the R 90 S, which was the world’s first production motorcycle with a handlebar fairing built using aerodynamic principles. A red “90” on the R 90 S’s emblem on the engine pointed to the capabilities of the new BMW, and the model became very popular with buyers at the time.

Racing successes gave the BMW R 90 S an iconic image.

It did not take long for the image of the R 90 S to also benefit from racing successes. At the 1976 Production TT on the Isle of Man, Hans-Otto Butenuth and Helmut Dähne celebrated a class victory. In the same year, Steve McLaughlin won the prestigious 200 Miles of Daytona on a Butler & Smith prepared R 90 S, and his teammate Reg

Bringing the spirit of the R 90 S into the here and now.

More than the Concept Ninety did for BMW Motorrad in May 2013, the new BMW R 12 S takes up the spirit of the R 90 S in its overall concept as well as in the many details while bringing the motorcycle to the present day. Based on the R 12 nineT, the R 12 S embodies a sporty, retro motorcycle while blending design elements to create an homage to the R 90 S.

“The defining design elements of our R 12 S include the handlebar-mounted cockpit fairing with the tinted windshield, the seat with contrast stitching, and the Lava Orange Metallic paint finish as a nod to the legendary R 90 S Daytona Orange from 1975. The design is perfectly complemented by details such as the red-laid ‘S’ on the side covers, the red double coach line, and the brushed and clear-lacquered aluminum surfaces of the tank and seat hump,” explained Alexander Buckan, Head of BMWMotorrad Design.

The 1973 R 90 S was the inspiration behind the new R 12 S.

Helmut Daehne at the 1976 Isle of Man aboard an R 90 S.

2025 BMW R 12 S

Customization options

The look of a sporty retro motorcycle is highlighted on the R 12 S with numerous standard features including Option 719 Classic II wheels with wire spokes and naturally anodized aluminum rims. The handlebars and fork tubes are finished in black, and the components of the Billet Packs Shadow and Shadow II make for attractive accents. Components of the Billet Pack Shadow are the left and right ignition coil covers, the oil filler screw, and the cylinder head covers coated in Avus Black Metallic Matte. The Billet Pack Shadow II includes the footrest system with foot brake and gear shift levers, the pillion footrests, the hand brake and clutch levers, the expansion tank covers for the front brake and clutch, as well as the handlebar end mirrors. Further standard features include Hill Start Control, Gear Shift Assist Pro, Heated Grips, Cruise Control and a short rear tail with swing arm mounted license plate holder. For even more safety during night rides, the adaptive cornering light Headlight Pro ensures better illumination of the road in corners.

Front wheel Upside-down 45 mm forks, suspension compression, rebound and spring preload adjustable

Rear wheel Cast aluminum single-sided swingarm suspension with Paralever brace, central progressive shock, rebound and spring pre-load adjustable

Dimensions and Weights

Based on the BMW R 12 nineT, all R 12 S accessories, including titanium exhaust systems, soft bags, or the navigation preparation can be added. Additional factoryinstalled options include Tire Pressure Control (RDC), Anti-Theft Alarm System (DWA), Intelligent Emergency Call, Connected Ride Control and the digital display with micro-TFT display as an alternative to the classic round instruments.

Standard Equipment

Like all 2025 model year BMW motorcycles, the new R 12 S includes the Ultimate Care Break-In Service, or 600-Mile Service as standard. This included service further provides BMW customers with a truly premium experience. Time and mileage limits apply–maximum six months from the in-service date or maximum 750 miles–whichever comes first.

The 1,170 cc 2-cylinder air/oil-cooled Boxer engine has a six-speed gearbox and DOHC cylinder head with four radially arranged valves. Also included: shaft drive, cast aluminum wheels, BMW Motorrad ABS Pro, BMW Motorrad Paralever, twin disc front brakes with radial brake calipers, DTC Dynamic Traction Control, adjustable rear preload, steering stabilizer, upside down fork with adjustable rebound, compression and preload, 12V socket, speedometer and revolution counter, electronic immobilizer, LED turn indicators, LED Headlight and tail light, USB port, on-board computer, ride modes, adjustable handbrake and clutch levers, keyless ride, chrome plated header, aluminum fuel tank, intelligent emergency call, ultimate care break-in service.

For more information, visit bmwmotorcycles.com.

F 900 R AND F 900 XR RECEIVE UPDATES

By BMW Motorrad

The new BMW F 900 R and F 900 XR receive technical and appearance upgrades as well as a significantly expanded list of standard equipment.

With the new BMW F 900 R dynamic roadster and the new F 900 XR crossover bike, BMW Motorrad takes its popular midrange product range to a new level. Both R models are designed for sportiness and fun with even more agile handling and are suitable for experienced riders as well as newcomers and those returning to motorcycling.

While the new F 900 R focuses on sporty riding, the F 900 XR has everything it takes to be a confident tourer on both windy roads and on longer tours with luggage.

“With a significantly extended range of standard equipment, fully adjustable upside-down forks, lighter wheels and a weight saving of 6.6 lbs., we have been able to make the BMW F 900 R

and F 900 XR even more attractive. The new F 900 R also benefits from a sportier riding position and the F 900 XR from optimized aerodynamics,” said BMW Project Manager Anton Huber.

2025 F 900 R highlights:

• New sportier ergonomics with optimized handlebar and footrest positions.

• New upside-down forks with adjustable rebound, compression and spring preload.

• New, lighter wheels from the S 1000 R, saving 3.9 pounds

• New, lighter battery saving 1.7 pounds

• New standard Dynamic Traction Control DTC and BMW Motorrad ABS Pro

• New Dynamic riding mode.

• Slim rear end with integrated turn indicator lights.

• New colors available

• New genuine BMW Motorrad accessories such as an Akrapovič sports silencer, milled foot controls, axle protectors and lockable soft cases.

• New optional high Sport seat

2025 BMW F 900 XR.

• Increased wind and weather protection thanks to optimized wind deflector.

• New standard hand protectors.

• New standard heated grips.

• New upside-down forks with adjustable rebound, compression and spring preload.

• New, lighter wheels from the S 1000 R, saving 3.9 pounds

• New, lighter battery, saving 1.7 pounds

• New standard Dynamic Traction Control DTC and BMW Motorrad ABS Pro.

• New Dynamic riding mode.

• Standard Headlight Pro (adaptive headlight).

• New standard USB-C charging socket.

• Slim rear end with integrated turn indicator lights.

• New colors.

• New genuine BMW Motorrad accessories such as an Akrapovič sports silencer, milled foot controls, axle protectors and lockable soft cases.

• New optional tall Sport seat

• New optional high windshield

F 900 XR cockpit.

The new F 900 R and F 900 XR ride is even more dynamic and safer than before thanks to the new “Dynamic” riding mode and Dynamic Traction Control which are now standard. Offered with two standard riding modes, Rain and Road, the Dynamic riding mode has received new settings with a throttle response curve that is more direct, making it ideal for sporty riding.

Dynamic Traction Control (DTC) ensures a high level of riding safety and contributes significantly to the high riding dynamics and exemplary riding safety. DTC provides valuable support and a significant safety advantage, especially in changing riding conditions, on surfaces with less grip and surfaces with changing friction.

The engine control unit detects a spinning rear wheel by comparing the speeds of the front and rear wheels via the ABS sensors with data from the lean angle sensor box. In this case, it reduces drive torque within milliseconds by reducing the ignition timing, intervening in the fuel injection system, and influencing the throttle position.

DTC also uses a sensor cluster to measure the lean angle and takes this into account in its control behavior. DTC works with the different riding modes to ensure maximum riding safety. DTC provides valuable assistance and an enormous safety advantage when accelerating. However, it cannot redefine the physical limits of riding. It is still possible to exceed these limits through misjudgment or riding errors. However, DTC helps to make the most of the bike’s dynamic capabilities in a much safer manner. The DTC can be switched off separately for special requirements, such as riding on the track.

In addition to the anti-hopping clutch, the new F 900 R and F 900 XR now feature standard MSR Engine Drag Torque Control. This system prevents rear wheel spin or skidding caused by abrupt throttle release or downshifting, for an even higher level of safety.

New lighter wheels are mounted on both the new F 900 R and the new F 900 XR with the front wheel guided by new, torsionally rigid, upside-down 43 mm telescopic forks. In contrast to the previous models, the rebound, compression and spring preload are all adjustable. This makes it possible to tailor the forks to suit individual requirements, operating conditions, and load conditions. Suspension travel is 5.3 inches (F 900 R) and 6.7 inches (F 900 XR). The reduced rotational mass of the wheels is reflected in improved acceleration, braking and handling.

Another new standard feature on the F 900 R and F 900 XR is BMW Motorrad ABS Pro. In contrast to BMW Motorrad ABS, ABS Pro goes one step further and offers more safety when braking in corners by enabling ABS-assisted braking at lean angles. ABS Pro prevents the wheels from locking even when the brakes are applied quickly and reduces abrupt changes in steering force

and thus the bike from returning to the upright position, even during sudden braking. The benefits are increased braking and riding stability combined with the best possible deceleration even when cornering. ABS Pro is designed for road use, with medium to low friction values and optimum braking stability in the Rain and Road riding modes. Regulation takes place at an early stage. In Dynamic mode, ABS Pro assumes that the road surface has very high grip and has a high coefficient of friction. Accordingly, ABS Pro is designed for optimum deceleration, control is late and rear wheel lift detection is reduced.

Another new standard safety feature is Dynamic Brake Control (DBC), which provides greater safety when braking in difficult situations by preventing unintentional acceleration. As soon as the sensor cluster supplies a certain deceleration value during braking, any simultaneous desire to accelerate on the part of the rider is detected as implausible and throttle valve opening is suppressed. This keeps the motorcycle stable and shortens the braking distance.

The new F 900 XR features Headlight Pro with adaptive headlight as standard. Other new standard features include the USB-C charging port on the right-hand side of the cockpit with a maximum charging current of 2.4 A, and heated grips. The adaptive headlight, part of Headlight Pro, offers more safety when riding at night. This adds additional LED modules which allow for better illumination of the road in bends, ensuring a safer night-time ride. The adaptive headlight, which is unique in these two motorcycle classes, works by activating these additional LED elements in the main headlights, which are equipped with their own reflectors, depending on the lean angle. The adaptive headlight turns on when the motorcycle leans by more than 10 degrees and is travelling at a speed of more than six mph. The additional lighting effect functions optimally up to a lean angle of approx. 25°.

Like all 2025 model year BMW motorcycle models, the new F 900 R and F 900 XR include the Ultimate Care Break-In Service, or “600 Mile Service” as standard. This included service further provides BMW customers with a truly premium experience. Time and mileage limits apply–six months from the in-service date or 750 miles–whichever comes first.

For complete details on the new F 900 R and F 900 XR, visit your local BMW Motorrrad dealer.

THE NEW CONCEPT F 450 GS

By BMW Motorrad

With the near-production-ready Concept F 450 GS, BMW Motorrad is offering a glimpse of a smaller GS class and what a new model series between the BMW G 310 and F 800/900 could look like.

“What was particularly important to us in the development of the new BMW Concept F 450 GS was to achieve the best handling for this segment and combine it with strong performance and optimal accessibility,” said Alexander Buckan, Head of BMW Motorrad Design. “The Concept F 450 GS carries the characteristic DNA of the GS family.

As with the Trophy version of the BMW R 1300 GS, the color scheme of blue, white and red with the base color of Racing Blue metallic represents not only the highest performance and quality, but also the bike’s dynamic and off-road-focused character.

The twin-cylinder inline engine has been developed from scratch and, thanks to a new ignition offset, makes the motor characterful and eager to rev, delivering the full 48 hp and superior torque even at low rpms.

The compact dimensions of the engine, an excellent displacement-to-power ratio and the low weight are the result of innovative solutions and the use of lightweight materials, such as magnesium.

On the chassis side, the BMW Concept F 450 GS sets new standards.

“We were able to start the development of this bike with a clean slate. The aim was to enable excellent off-road capability and, at the same time, nimble and precise handling on the road. Accordingly, the BMW Concept F 450 GS is equipped with a fully adjustable upside-down fork and a shock absorber with load-dependent damping by drawing on technology from rally and enduro sport.

Inspired by R 1300 GS, the Concept F 450 GS also sets new standards in the areas of safety. The relevant features range from BMW Motorrad ABS Pro (dependent on lean angle) to a performance brake, to freely configurable riding modes. With BMW Connectivity on board and the 6.5-inch TFT display, the networking of the motorcycle and smartphone as well as other accessories is enabled.

What is expected in a production version?

Johann Simon, Project Manager of the Concept F 450 GS said, “Following the sporty off-road focus of the Concept F 450 GS, we will implement the bike as close as possible to this concept. We will only adjust the seat height for better accessibility and easier handling. As an alternative to the cross-spoke wheels lightweight but high-strength cast aluminum wheels in the same dimensions are also conceivable.”

Look for the new F 450 GS later in 2025.

BRING HOME THE TROPHY

By Tami Bakke #222479

Watching top-level riders navigate gravel, sand, water, rocks and mud with a high level of skills can be truly inspiring. Competitive events, such as the biannual International BMW GS Trophy, showcase the capabilities of ADV motorcycles in the hands of skilled riders. After witnessing such events, many riders have been emboldened to test their own limits from the seat of a big adventure bike.

Some riders buy an adventure motorcycle and head straight for the dirt with more enthusiasm than skill. Others, hoping to mitigate potential damage to bike and body, put thoughts toward adding protective gear and equipment. Since riding in low-traction environments demands a different set of skills than

those required on pavement, even riders with years of experience on tarmac will find themselves more prepared for an off-pavement adventure after participating in professional training.

In January 2024, a few months after the formation of the 2024 U.S. GS Trophy teams, men’s team member Scott Acheson approached the BMW MOA Foundation with a proposal to create a program that would inspire and support skills development within the community of adventure riders. The objective of the proposed program would be to provide support to selected GS Trophy team members as they train and prepare for the International GS Trophy final competition and to inspire skills

development in the greater community of adventure riders.

Scott was clear as he laid out the vision–while the program would initially help the 2024 team get ready for international competition, the most critical part of the program would be to elevate skills and safety for riders that have a desire to improve their riding abilities and confidence on a variety of surfaces.

As the BMW MOA Foundation already supports training for all riders, whether on the street, track or off-road, this program would avoid duplication of cornerstone grants and rebates already in place like the Paul Bachorz Individual Training Rebate and the

Clark Luster Training Grant for Groups and take inspiring riders to the next level.

Throughout 2024, as the US Women’s team competed in Spain and the Men’s team later demonstrated their skills in Namibia, plans for Bring Home the Trophy continued to develop. A landing page with a funding portal was created (gstrophy.bmwmoa.org), and riders and enthusiasts began to donate to the cause.

At the 2024 MOA National Rally in Redmond, Oregon, visitors to the Foundation booth were invited to share their ideas, questions, and aspirations about ADV riding with celebrity guest trainers, Kandi Spangler, Aaron Rankin and Ben Dragoo. Lisa Taylor, 2020 International Women’s Team competitor made a guest appearance as well. Momentum continued to build as Scott Acheson, Billy DeWet and Kirk Graydon appeared at rallies and training events and posted social media updates about their progress.

Our 2025 plans for Bring Home the Trophy include supporting Taste of the Trophy skills challenges at motorcycle rallies and events and developing additional ways to partner with like-minded professional trainers and venues with the goal of inspiring adventure riders to embrace the pursuit of lifelong skills development as they enjoy ADV motorcycling.

Anyone interested in learning more about the program and donating funds directly to the effort can do so at gstrophy.bmwmoa. org or by reaching out to us at info@ bmwmoaf.org.

Tami learned to ride a motorcycle at 44 and is a vocal advocate of professional training. Shortly after joining the MOA, she began to volunteer with the Foundation and now serves on it's board.

Tami enjoys testing the limits of her BMW 1200GS on trails and unpaved back roads and finds that riding twisty mountain roads settles her soul.

Scenes from the recent GS Trophy Qualifier held at the BMW Performance Center.

DICK HAUTAU FRIEND OF THE MARQUE

The responsibilities of BMW Club and Community Management–BCCM for short–encompass many things. located in BMW’s historic former factory halls in Munich, Germany, some of BCCM’s duties include promoting the continued growth and vitality of established BMW Clubs and umbrella organizations and providing guidelines and administrative assistance on the formation of new BMW Clubs. The Council also serves as the official conduit between BMW Clubs and BMW AG through the BMW Club and Community Management office.

Worldwide, there are about 800 officially recognized BMW clubs with more than 230,000 members subdivided by continent and region. One of the most important functions of the Council is to recognize individuals who have been nominated by their clubs for high levels of service and dedication to the BMW marque through their “Friend of the Marque” and “Professor Dr. Gerhard Knöchlein BMW Classic” awards.

While the Knöchlein award honors individual club members who have significantly contributed to conserving and promoting the history of the BMW brand, the Friend of the Marque award is given to individuals who have exhibited an extraordinary personal commitment to the BMW brand. The BMW Motorcycle Owners of America congratulates Dick Hautau of Detroit, Michigan, as a new Friend of the Marque.

If you’ve ever seen a BMW motorcycle riding through amber waves of grain of the American prairie in the middle of the night and wondered who might be crazy enough to do that, there’s a good chance it is Dick. He has also been known to leave work on a

Friday afternoon and ride straight to South Dakota to spend an hour at a rally there, then mount up again to ride to another rally later that day in Wisconsin and be home late Sunday night!

Driven by a passion to ride, Dick began riding a Honda 305 Super Hawk while a student attending the Michigan State University in East Lansing, Michigan, in the 1960s. After about 20,000 miles, the Honda’s motor blew, and Dick began looking for a more reliable bike. After a brief search and being told to buy the “best bike in the world,” Dick was introduced to BMW Motorrad and bought a 1968 BMW R 600 US, a move that would shape the future of his love of motorcycling.

Professionally, Dick served the city of Detroit as Chief Landscape Architect, working on iconic Detroit city parks such as Belle Isle, Grand Circus Park and Rouge Park. He was also instrumental in creating Forman Park, another Detroit landmark.

Riding his R 600 US and looking for others sharing his passion of motorcycling, Dick found the BMW Touring Club of Detroit and quickly got involved in club activities, group rides and serving on the club’s Board of Directors as Treasurer and Newsletter Editor. When the city of Detroit had a surplus equipment sale, Dick purchased a mimeograph machine for $5.00! With that machine, Dick and his wife Sharon, an executive secretary, would ink the drum, turn the crank and print newsletters. Once they were finished printing them, they would fold them, add the necessary postage and then mail them to BMW Touring Club of Detroit members.

Created four years before the formation of the BMW Motorcycle Owners of America, the Touring Club of

Detroit stands as the first chartered club of the BMW MOA and was an integral part in creating the largest national BMW motorcycle club in the world–the BMW MOA.

To acknowledge Dick’s high level of service to the BMW Motorcycle Owners of America, in 1973 Dick was named the first BMW MOA Ambassador to recognize his commitment to the organization and willingness to serve in any capacity he can. BMW MOA Ambassadors are highly experienced and capable members chosen for their ability to promote the BMW MOA and foster a sense of camaraderie among our members. Serving as official representatives of the MOA at various functions, Ambassadors also act as emissaries for the BMW MOA in their communities and while on the road. To date, fewer than 250 of our BMW MOA members have received this commendation.

Few other members of the BMW Motorcycle Owners of America have exhibited a higher level of dedication and support to the BMW MOA, the BMW Touring Club of Detroit and the BMW marque than Dick Hautau.

Congratulations Dick on your recognition as a Friend of the Marque.

$416,000 in Training rebates paid to MOA members!

Rides4Fun Expands Riding Series to Five Events for 2025

After the success of its sold-out weekend riding retreats in 2024, Rides4Fun has expanded the schedule of events for 2025. The series will bring incredible motorcycle adventures to five breathtaking locations across four states. Riders of all brands are encouraged to join in on the fun.

“We got great feedback from the riders who joined us for the events held in April and September last year,” said Rides4Fun owner and MOA member Fred Bramblett (#101458). “We offer numerous opportunities for guests to enjoy the weekend, both on and off the bike. In addition to quality lodging and dining, we provide our guests with several street and big-bike friendly adventure routes to choose from.”

2025 Events Include:

April 25-27 – MOA Getaway at Breaks Breaks Interstate Park, Breaks, Virginia

May 16-18 – MOA Getaway at Buckhorn Lake Buckhorn Lake State Resort Park, Buckhorn, Kentucky

August 15-17 – MOA Getaway at Pipestem Pipestem State Park, Pipestem, West Virginia

September 12-14 – MOA Getaway at Pine Mountain Pine Mountain State Resort Park, Pineville, Kentucky

October 3-5 – MOA Getaway at Unicoi Unicoi State Park, Helen, Georgia

Secure your spot today! Visit Rides4FunSeries.com for event details, email updates and registration.

“I’m looking forward to once again sharing all that Appalachia has to offer with my fellow riders,” said Bramblett. “Rides4Fun events are not only fun, but they help support local economies in rural areas. Our series partner Backroads of Appalachia is also dedicated to that cause.”

Rides4Fun offers motorcyclists a curated event experience through a partnership with the BMW MOA to simplify and increase the enjoyment of the trip to the event destination and back. Plus, select vendors will be onsite to interact with guests after they ride some of the best roads in the region.

Series partners include BMW MOA, Alpinestars, Backroads of Appalachia, Helmet House and Redverz. Marketing partners include Aerostich, Cardo, Continental Tire, Diamond Motorcycle, DP Brakes, Dunlop, Motion Pro, National City, Ogio, RoadRUNNER magazine, SkyMed and Torch Eyewear. To partner with Rides4Fun, please visit Rides4FunSeries.com/contact.

Join Rides4Fun in 2025 at one or all of the scheduled events!

BUCKHORN LAKE

UNICOI

alpinestars st-7 2L jacket and pants

By Fred Bramblett #101458

I live in Kentucky and ride more than 17,000 miles each year, mostly on back roads of the central and southern Appalachian Mountains in all types of weather. I currently ride a 2023 R 1250 GSA and own Rides4Fun, a company that organizes and hosts several BMW MOA Getaway events. About two years ago, I began evaluating apparel, airbag protection and footwear for the Italian powersports company Alpinestars.

The ST-7 2L GORE-TEX jacket and pants is four-season touring gear targeted toward the rider who appreciates quality using technical materials built with a design allowing full mobility and all-day comfort that only an experienced rider appreciates. The 100% guaranteed waterproof and breathable GORE-TEX two-ply laminated construction of the ST-7 2L gives riders confidence knowing that when their ride is done, they are going to be as dry and comfortable as when they began.

The chassis of both the jacket and pants offers great comfort and fit thanks to their design. At 6’2” and 248 pounds, I appreciate that the products were engineered with stretch panels in the chest, back, saddle, knee and underarm areas. It is easy to see that the design of the jacket came from the desk of a rider. Small features like the jacket’s straight collar with a direct closure by shock cord helps further seal out the elements.

Two large waterproof cargo pockets provide easy access both in the riding position and when off the bike. As a four-season touring outfit, the pants and jacket include a thermal liner for an extra level of comfort in cooler conditions. The liners have received the same attention to detail the outerwear garments do. To prevent bunching and restrictions, the jacket liner has multiple stretch panels built with 100-gram insulation in the torso and 60-gram insulation in the arms. This adjustment to the amount of arm insulation is a small but important detail and prevents an uncomfortable restriction of arm movement while in the riding position because of excessive bulk. The jacket and pants can also be connected via zipper.

The jacket is offered in three color combinations including Gobi Brown/Black, Black and Ice Gray/Dark Blue/Black, with the pants only available in black. The

jacket is also compatible with the Alpinestars Airbag Protection systems, allowing their AirTech vest to be worn inside or over the jacket to offer the rider state-ofthe-art protection.

The jacket and pants both offer plenty of ventilation options when riding in the warmer temperatures of summer and are another example of rider-based design. Like the pockets, the vents can also be easily opened or closed with one hand while wearing gloves either when stopped in traffic or while riding down the road.

Using the size chart posted on the Alpinestars website, I found my size to be 4XL for the jacket (Room for my AirTech 3 vest under) and 3XL for the pants. I found the product fit to be roomy with the structure and design of the jacket and pants feeling equally good both on and off the bike yet still comfortable with the thermal liners installed in each item. The weight of the garment’s fabric is a nice balance between comfort and protection. I believe the Alpinestars ST-7 2L gear offers riders a feel falling somewhere between KLIM’s Badland Adventure and Kodiak Touring Suits or Aerostich’s original Roadcrafter and Roadcrafter Lite.

For rider protection, the ST-7 2L includes CE Level 2 rated Nucleon Flex Armor in the elbows and shoulders, which offers good impact protection in the event of a fall. I currently have a little over 3,800 miles on the Alpinestars gear with my first trip a 200-mile ride to a business meeting in Tennessee last August.

Leading up the that ride, the weather forecast was for thunderstorms and much to the amusement of my neighbors, I left home in the middle of a heavy thunderstorm with the first 40 miles in heavy rain for a little more than an hour. Then bad luck hit when I had a tire go flat from a large cut in my tire. There was no way the plug strips I was carrying were going to repair the tire. While that trip was over, the waterproof test for the gear continued as it took three hours before my brother was able to rescue me with a trailer. Through that ordeal, I could confirm that the gear was indeed 100% waterproof.

Since that first trip I have used the gear in moderate and light rain on multiple occasions, with complete satisfaction. I have also worn the gear over a wide temperature range and found the ventilation offered in

both the jacket and pants working great when riding in the low 90s of the humid southern U.S. Last October, I was also able to test the thermal liners when my ride began with a temperature of 39 degrees. I started my 200-mile ride with only a thin base layer merino wool shirt fully expecting to stop after a few miles to add a mid-layer for more warmth. I was surprised to be comfortable all day with just my base layer on with the liners. Two hundred miles later, the temperatures had only risen to about 53 degrees. Regardless, I was comfortable and found the liners worn with the jacket and pants offering a comfortable ride. Additionally, the full zipper and on each ankle were greatly appreciated. I also found the magnetic buckle on the waist and full gusset fly on the pants to be nice features. Overall, I was pleasantly surprised with the micro rider-climate of the garment with the liners installed.

I will be sad when I have to return the gear to the R&D group at Alpinestars–yes, they always email at some point asking for the items to be returned after being used for several thousand miles to be examined internally at the R&D center.

With over 50 years of riding experience, I am a dinosaur and am all about using proven designs/materials like the GORE-TEX laminated construction used on the Alpinestars ST-7 2L gear. When I head out on a trip for an extended weekend or longer, I want confidence in my touring outfit. What is acceptable on a day ride close to home is not my concern. How something works when I am a thousand miles from home is my focus. I want to be confident I am not going to have a zipper fail or waking up on the third day hating to put the pants on because of their poor fit or construction. I want to be confident that I am going to be comfortable no matter what the weather and everything is going to work as planned. Alpinestars’s new ST-7 2L jacket and pants give me all the confidence and comfort I desire.

With a retail price of $699.95 for the jacket and $549.95 for the pants, the Alpinestars ST-7 2L jacket and pants are priced to compete with other premium riding apparel brands like KLIM, REV’IT, Aerostich or Dianese.

Alpinestars began in 1963 in the small, northern Italian town of Asolo by Sante Mazzarolo, a leather craftsman. Mazzarolo’s original products included boots for enduro and motocross riders. Today Alpinestars is owned and operated by Sante’s son Gabriele and has become one of the largest technical safety products and fashion companies in the world with the Alpinestars logo found on helmets, apparel, airbag protection and footwear. They are considered the premier brand found in nearly every form of motorcycle, mountain bike and auto racing. The company’s “Race on Sunday Innovate on Monday” mantra is what allows them to develop products for their customers. For more information, visit alpinestars.com

Like many MOA members, I was introduced to my lifetime passion with a pull start minibike. My early days of riding consisted of me to chasing my older and faster brother over trails and around tracks growing up. Eventually my passion for all things motorcycle evolved, into a career in the motorcycle industry. For 20+ years I owned OMS Sports, a full-service Sports Agency. Long before it was a marketing buzz word, Adventure Riding was simply touring by motorcycle. I have had the opportunity to enjoy touring on and off-road throughout North America, The Andes mountains of South America, Asia, Europe and Australia.

AIRBAG PROTECTION

Airbag protection for motorcyclists is growing in use; many of us consider these body-worn items to be part of our ATGATT setup. There are tethered systems, which are mechanically triggered by a cable connected to the rider and the bike, and there are systems which rely on battery-powered artificial intelligence (AI) to determine when the rider has become separated from the motorcycle.

Alpinestars Tech-Air Systems

Alpinestars has Tech-Air safety systems for riders doing everything from occaisonal commuting to professional racing; most systems include integrated CE Lvl 1 armor in addition to the airbags. Their offerings all rely on AI-driven algorithms to know when a crash is happening. From the Tech-Air 10 suit ($1,099.95) to the Tech-Air 3 vest ($499.95) and even the Tech-Air Off-Road ($999.95), Alpinestars uses class-leading gyroscopes and accelerometers to trigger airbag deployment and Bluetooth connectivity for on-thego system monitoring. Ride times vary from 20 to 40 hours on a single charge depending on the model. Sizes vary between models and range from XS to 4XL. More information at revzilla.com.

Klim Ai-1 and Ai-1 Rally Airbag Vests

Klim comes at you with an attractive price—just $399.99—for their Ai-1 Airbag Vest, but you’re required to either pay a $12 monthly subscription or a flat $399.99 up front for the airbag part to function. Klim rightly touts the subscription model as lowering the price of entry for personal airbags, just don’t forget to pay your subscription or your airbag stops working. The Ai-1 Rally ($469.99) adds integrated chest armor to the setup. Features a lightning-fast 60ms deployment time and up to 25 hours of operation on a single charge. Klim is careful to state that a company called In&Motion is responsible for any safety-related claims made about the performance of the airbag systems. While the user can replace the argon inflation charge ($99.99 each), the vest itself must be replaced after three deployments. Available only in black; sizes run from S to 3XL. More info at klim.com

Dianese D-Air Smart Jacket

The Dianese D-Air Smart Jacket was developed for use by MotoGP riders; the race-built technology has filtered down to street riders like you and I. Wear the D-Air vests (black, $699 or hi-vis, $829) under or over any riding jacket and rely on gyroscopes, accelerometers and AI algorithms to protect your chest, back and more in a crash—whether or not your motorcycle is actually moving! Use of the D-Air app is required to activate the garments for the first time and access all features. Run time is up to 25 hours on a fully charged battery. The Smart Jacket LS (Long Sleeve) is $899.95, sized Euro-style, 44-64, and meant to be worn as your riding jacket. Vest sizes range from XS to 4XL; opt for the Smart Jacket Lady for a woman-oriented cut. More information at revzilla.com

Helite Airbag Vests, Jackets, Backpacks and Jeans

Helite’s upper body airbag systems are available with either electronic or mechanical triggers, and in black or hi-viz yellow for use under or over a riding jacket. You can go with the H-MOOV backpack ($799 with a tether), the Turtle 2 or GP Air vests ($779 or $999, respectively, with AI triggers) or even one of three jackets ($919 to $1,049). Vests are designed to use either under or over your riding jacket, and all models offer Helite’s 80-millisecond trigger time with protection for your neck, back, pelvis, sacrum and thorax (less coverage with backpack). Helite is the first to offer airbag-equipped jeans! Vest sizes range from XS to XL+ (or XLL), plus a leather vest that runs from XL to 6XL; jackets are available in S to 4XL; jeans run from 26-40 (waist) and 30-36 (inseam). More information at helitemoto.com.

the future of motorcycle safety technology is here

By Wes Fleming #87301

Illustrations provided by Bosch

Once upon a time–some of us may remember–motorcycle safety relied on a few simple things: Our hands, our feet, our brains and our balance. It was 100% on the rider to be hyperaware of the surroundings and any possible hazards, and then to operate the motorcycle in a fashion which took those things into account. As long as we maintained our vigilance and deftly coordinated throttle, gear selection, two brakes, turn signals and staying upright, we could manage to avoid 99.99% of road-going dangers and reach our destinations alive. We might be tired and achy, but we’d be alive, and that’s what really mattered.

Cagers, as we often derisively refer to car, light truck and SUV drivers, had it easy, sitting there in air-conditioned comfort for mile after mile, breezily entertained by an ever-advancing spate of in-car music and talk choices–AM, FM, 8-track, cassette, CD, satellite radio, podcasts (you do know the MOA backs five–yes FIVE–podcasts, right?), phone calls and–hopefully reserved to the back-seat passengers–even movies on DVD and Blu-ray. Their seats can be warmed and offer lumbar support our office chairs can’t rival, and seat belts and air bags protect drivers and now passengers alike in a cocoon of safety if there should happen to be a crash.

And cruise control. Oh, the joys of cruise control cannot be praised too highly once you’ve crossed the United States on Interstate 40, where it seems to always be construction season and heavy truck traffic reminds us of the primary way goods are shipped from here to there. The follow-on there was adaptive cruise control, which detects a vehicle in front of you and slows you down automatically! Later came lane assist to prevent you from drifting too far, and now even moderately successful autopilot systems like those touted

by Tesla to basically just do the driving for you.

“These things will never come to motorcycles!” I hear you cry. Gentle reader, I hope you’re sitting down, because those things and more may be closer than you care to think, and we have the fine folks at Bosch to thank. Their Advanced Rider Assistance System (ARAS) is more advanced than you can possibly imagine, and though it’s making its debut with KTM’s flagship models–provided KTM can successfully emerge from its debt restructuring process, which it announced in late November 2024. You can bet BMW, Ducati, Harley and other major manufacturers will not be left behind for long. Keep in mind that many of the functions of ARAS rely on what is effectively an automatic transmission on the motorcycle–something which already exists, pioneered by Honda on their Gold Wing touring motorcycle. (Semi-automatic transmissions, also pioneered by Honda, have been around since the 1960s; the difference is a semi-auto still requires the

Multiple computers and radar units work with the dash to give a complete view of the dangers detected by and abilities of Bosch's Advanced Rider Assistance System.

Top right, Emergency Brake Assist will slow you down more quickly if the computer things you're not stopping fast enough. Middle right, Group Ride Assist is unique to the world of motorcycling, and handy in staggered formations. Bottom right, Rear Danger Warning is just that: An alert that a vehicle is approaching you quickly!

Daniel Vetter is an Application and Systems Engineer at Bosch North America, and he works in their Two-Wheel and Powersports Division, which is responsible for ARAS. He’s like many of us–started riding motorcycles at a young age and dreamed of the day when he’d be able to experience the open road on the bike of his dreams, which these days is a Ducati Desert X. Astute readers might know Bosch produces a number of systems for BMW motorcycles, having been introduced into our world with fuel injection and anti-lock brakes on the K 100 and K1 models produced in the mid- to late 1980s. Both of these systems require a number of sensors and at least rudimentary computers to interpret the data and react in real time.

Like it or not, motorcycles are not the dominant segment for companies like BMW and Honda which also make cars and other passenger vehicles. Companies like Bosch and engineers like Daniel dedicate their time, effort and research and development money into creating safety systems for cars and SUVS, where size and weight are not at such a premium as they are on a motorcycle. Later, as technology, materials management and manufacturing processes improve, those systems can be made smaller, lighter and hopefully less expensive, allowing them to be ported over to motorcycles.

A great example of that process is anti-lock brakes, the development of which started with airplanes in the 1920s; early iterations modulated the hydraulic pressure in the braking system to mitigate the skidding from the landing gear. The system was miniaturized over time until first added to a car–the Ford Zodiac–in 1962, but it proved cumbersome and expensive. In 1971, the Chrysler Imperial featured an affordable(ish, for the day) ABS that functioned as we in the modern age would expect such a system to function. From there, ABS gained traction until it became a standard on every new passenger vehicle–and many larger ones as well–built around the world.

“The first ABS integration was taken out of car development,” Daniel said. “So it was a relatively big unit. It was heavy. [Now] everything in terms of ABS is very much focused on weight, because that’s a big problem for bringing [technology packages] onto a motorcycle. As long as these parts are getting smaller and smaller, we can reduce the weight.”

TORQUE OF THE MATTER

Top left, Multiple computers and radar units work with the dash to give a complete view of the dangers detected by and abilities of Bosch's Advanced Rider Assistance System. Middle left, Much like in modern cars, ARAS includes a blinky alert when a vehicle is in your blind spots. Bottom Left, Forward Collision Warning kicks in when the computer thinks you're approaching another vehicle too quickly, or if it detects a rapidly slowing vehicle in front of you.

Similarly, the first cruise control systems functioned by moving the accelerator pedal–and later, the throttle tube on motorcycles–until vehicles became more computerized. With the advent of throttle-by-wire, not only could motorcycles sport a smoother cruise control, but they could feature riding modes as well, where a computer tailored the throttle response to a user-chosen set of parameters, tweaked, for example, for riding in the rain or on a race track. What used to require a complex setup involving gears, motors and cables and had difficulty functioning on a steep uphill climb now relies on lightning-fast microchips that seemingly operate faster than we can think.

That functionality–operating faster than we can think–is the core of any safety-related system in a car or on a motorcycle, and systems like cruise control, anti-lock brakes and even traction control are just the beginning. Bosch’s ARAS does all those things and more thanks to its bleeding-edge combination of computers, sensors and radar, considering, as Daniel related, if the motorcycle is traveling in a straight line or leaned over in a turn and if so, the lean angle, accelerating, decelerating, actively braking and more. Keep in mind the entire ARAS array is predicated–for now–on the motorcycle being equipped with some sort of automatic transmission, allowing the computerized systems the control over the throttle and braking systems they need to be fully effective.

The components of the ARAS, one of which is unique to motorcycles and has no passenger vehicle corollary, are:

• Adaptive Cruise Control with Stop & Go

• Emergency Brake Assist

• Group Ride Assist

• Rear Collision Warning

• Rear Distance Warning

•Riding Distance Assist

Taking the first three and the last one–Adaptive Cruise Control with Stop & Go, Emergency Brake Assist, Group Ride Assist and Riding Distance Assist–we can see these systems either allow you to devote some of your attention elsewhere other than directly in front of you, while others pick up the slack if you might not be paying close enough attention at a given point in time.

The concept of adaptive cruise control is simple: Instead

of keeping your vehicle at a set speed no matter what, ACC uses a forward-facing radar sensor to detect when a vehicle within a certain distance in front of you has slowed down and slow down your motorcycle to prevent you from crashing into the back of the leading vehicle. When it speeds up, so does your motorcycle, until it reaches the speed you previously set. Bosch’s new twist on it is impressive; their system will actually slow you down and bring your motorcycle to a complete halt if traffic in front of you also stops, and then allow you to get moving again–eventually reaching your set speed–at the push of a button.

Emergency Brake Assist is more of a beneficially invasive process, taking over decision-making from you if the system determines you’re not slowing down fast enough. What EBA does is add braking power when you’re already on the brakes, but only if your ground speed is under 100 MPH. Above that, you’re on your own!

Group Ride Assist is truly the only uniquely motorcycle-oriented aspect of ARAS, and it plays into what Daniel said is Bosch’s “focus on improving and developing functions only for motorcycle use. Group Ride Assist is of course something which does not exist in the automotive world–I guess there’s no staggered driving on the roads!” This also speaks highly of Bosch’s decision to develop safety systems specifically for motorcycles, rather than relying solely on miniaturizing car-based systems and wedging them into a motorcycle frame.

Daniel went on to say the GRA was developed specifically for the North American market, “because here you have these big groups of bikes, following each other in a staggered formation. Because ACC won’t function if there’s nothing ahead of you in your lane, basically, [the system] loses the object and might just accelerate and potentially overtake your buddy in front of you.” Like the other ARAS components, GRA can function 100% on its own (that is, while ACC is active) or the rider can manually adjust the settings for their own comfort level.

Riding Distance Assist is an anti-tailgating system, designed to keep you at a safe distance from the vehicle in front of you. The beauty of this system is it can be overridden through rider input on the throttle, and it can also be tailored to the rider’s preference, with Sport and Comfort settings not unlike ride modes when it comes to throttle and suspension response. Like EBA, RDA takes care of you when you’re careless, stupid or inattentive, perhaps saving your life in spite of your behavior.

The remaining three systems–Group Ride Assist, Rear Collision Warning and Rear Distance Warning–serve as aides when something is happening you might not be

aware of as you motor on down the road. The Rear Collision and Rear Distance Warnings are fairly selfexplanatory; they warn you via a light on your TFT dash when a vehicle is encroaching on your safety zone, hopefully allowing you time to take appropriate action and avoid a crash. In the case of RCW, that light also indicates that your four-way flashers have been activated, hopefully soon enough to wake up the inattentive driver behind you and get them to stop before hitting you.

What all these systems are about, essentially, is managing the risk inherent with riding motorcycles, something we can all understand. As numerous safety gurus have said and written in the past–including right here in the pages of BMW Owners News–the 100% of our attention can only be split so far, so every point of attention we can shove off onto a computerized system is going to free up attention capacity for other aspects of the ride.

While Daniel wasn’t able to confirm or deny Bosch is working on ARAS integration with BMW motorcycles, we know the company has a long history with Ducati, Harley-Davidson, BMW, Triumph and other brands. It is likely safe to assume each of these manufacturers, and more to boot, are working on integrating ARAS or at least ARAS-like technology into their future offerings. I wouldn’t be surprised to see ARAS implemented on an RT, GT or even GS motorcycle in the BMW lineup before 2030. Like automatic transmissions, electric engines and higher prices, Bosch’s ARAS could well be the future of motorcycling whether we like it or not. It will be up to us as consumers to determine whether ARAS is commercially viable, spreading beyond the premium manufacturers like ABS has, or technology relegated to a footnote in the various Wikipedia entries of the motorcycle industry at large.

Listen to my complete interview with Daniel Vetter of Bosch in Episode 157 of Chasing the Horizon. Visit on the web at horizon.bmwmoa.org or use any podcast app of your choice.

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.

SUSPENSION TUNING BASICS

Part 1: : Introduction

By Mark Barnes #222400

A motorcycle’s suspension is crucial to its handling, traction and ride quality. Combined with good weight distribution and well-designed frame geometry, fork and shock action are at least as big a contributor to safety, performance and enjoyment as any other aspect of the machine, including its motor and ergonomics. Over the years, I’ve been amazed at how few riders take advantage of their suspension’s adjustability. Most just leave things the way they came from the dealership or previous owner. Some might fiddle with the settings with little or no real understanding, making their riding experience worse instead of better. They may then conclude it’s best to avoid touching those adjusters altogether.

The truth is substantial improvements in a bike’s feel and behavior can be achieved by average riders with a little education. While extensive suspension modifications are usually best left to professionals, lots of lesser tweaks are well within the reach of intermediate-level home mechanics. Without even going that far, any motorcycle owner can benefit–perhaps greatly–from simply turning a few external adjusters if they know some core principles.

In this multi-part series, we’ll discuss how suspension works and what various adjustments do, focusing mainly on unmodified OEM hardware. Of course, not all stock suspensions feature comprehensive external adjustability, and even those that do may not meet every rider’s needs. Sometimes internal parts must be swapped or altered to achieve the desired effect, so we’ll also peek at options for minimally invasive mechanical intervention.

A growing number of modern suspensions are managed electronically, rather than with the screws, knobs and rings adorning fancy forks and shocks in the past (and still most of them in the present). Such digital tuning might involve choosing from “bundled” menu options–a small selection of preset spring and damping combinations designed for different situations, like sporty riding or carrying a passenger–or they may allow independent manipulation of spring and damping settings in pursuit of more granular tailoring. Perhaps suspension tuning will eventually go the way of carburetor tuning as keystrokes replace wrenches and screwdrivers, although remapping fuel injection still involves much the same conceptual mastery required to optimize carb performance via jet/needle changes and mixture screw twists.

Even if your motorcycle has its suspension adjustments on the dash instead of on the components themselves, an understanding of what’s going on will allow better button pressing, as well as insight into what’s needed if you can’t get what you want out of the available presets. There are specialty shops willing

to alter the internals to your liking, but you’ll have to articulate what falls short of your ideal so they can shift adjustment ranges to include your preferences; obviously, this is true for both electronic and manually adjustable (or non-adjustable) suspensions you may want modified.

There are no magic numbers or universally correct settings here. The ideal setup is the best one for you and your bike doing the kind of riding you actually do in the environments where you actually do it. If you understand the basic principles of suspension tuning, you can apply these to your own specific situation, rather than adhering to some “objective” standards you read about or copying what worked for someone else. Two racing teammates on otherwise identical bikes often have radically different suspension setups, with both racers achieving excellent results; it makes no sense to consider either setup “right” or “wrong.” Both racers will also have different setups for different tracks and different conditions. If you can think intelligently about your own suspension, you’ll be able to tweak it in accord with changes in your circumstances and

Exposed fork innards of an R 90/6; decidedly un-electronic yet the state of the art in motorcycle suspension in 1976.

Top right, Suspension settings on the dashboard of an R 1250 RS. Modern electronic suspensions take a lot of the guesswork out of suspension setup.

Bottom right, Electronic connector on the front suspension of an R 1250 RS. Sensors transmit data to computers buried deep within the bike to maintain superior performance at all times.

needs and deal effectively with the idiosyncrasies of different motorcycles.

Suspension tuning is a repeating cycle of experimentation, assessment and adjustment. It’s absolutely essential to be systematic and methodical, changing only one variable at a time, or you won’t be sure what adjustment yielded which result. Keep in mind that optimizing suspension performance, like virtually any other aspect of your motorcycle, will involve some degree of compromise. The balance between plushness and stability, for instance, will be a trade-off, with more of one resulting in less of the other. A specific rider’s priorities on a particular ride will dictate where on the continuum the desired balance is struck. The better engineered suspension components are, the less compromise will be necessary, but perfection does not exist. Adjust in increments just large enough to notice, but not drastic. If you have only five rebound damping settings from which to choose, one click ought to be noticeable. But if you have 25, you might need to change the setting by two or three clicks before you can tell a difference. If you overshoot, it’s best to do so by the smallest margin possible to avoid multiple overcorrections.

It’s reasonable to begin the tuning process with an established baseline–either the settings recommended in your bike’s owner’s manual or a setup already familiar to you. However, if you want to really get to know your suspension, consider “starting from scratch” by exploring its full range of adjustment, beginning with minimum settings and feeling how things change as you approach the maximums. Because some changes can be subtle, you’ll need clearly identifiable points of reference to make comparisons, as well as a setting to which you can return if you don’t like an adjustment’s effect. Keeping notes along the way is essential to avoid chasing your tail. Not only will records help you track your journey toward the ideal settings today, they’ll come in handy when your needs change in the future. Having a record of where to set your adjusters differently for solo versus two-up riding or for comfy highway cruising versus hard cornering in the mountains allows you to keep your bike at its best across all scenarios with a few minutes of suspension adjustment between outings.

If you’re new to the process of suspension tuning, you’ll likely find it quite instructive to run your adjusters through their full ranges, learning what the extremes feel like. We’ll have other parts of this series addressing

damping, which will help make the ideas of the extremes clearer, which will help you develop a clearer sense of what each adjuster does, along with the limits and spans of your bike’s adjustment ranges (which may be dramatic or barely noticeable). It’s one thing to have a theoretical understanding of, say, rebound damping. It’s another to have a visceral recognition of how this variable actually affects the motorcycle’s behavior as you experience it on a ride. I suggest you go to a familiar stretch of road or trail, carrying whatever minimal assortment of tools you need for all your damping adjusters. Begin with all of them set to their minimums and

ride conservatively to the other end (your bike won’t be handling at its best). Notice how much more the bike moves around underneath you. Perhaps you’ll feel an improvement in ride comfort–offset by unnerving instability!

Now ride the same stretch with your rebound damping (front and rear) set at the midpoint of its range and see how much more controlled the bike feels. Pay attention to the difference in how the motorcycle–and you–react to surface features, acceleration, braking and cornering forces, and get in the habit of doing so as you test every setting change. Now make another pass with rebound damping set to its maximum. What do you notice? Add half of your available compression and test again. Repeat with compression damping maxed out. This is not a method of tuning your suspension; it’s a method of tuning your sensitivity. The more educated your senses are, the more successful your tuning efforts will be. It will also allow you to better describe any issues with a professional tuner, or simply think more clearly about what needs improvement. This is critical, since re-valving can be expensive, and your consultant/tuner can only help tailor your suspension’s behavior for you to the degree you can articulate what you want to be different. For instance, telling them your fork is “too harsh” probably isn’t good enough, since excessive compression damping (resulting in deflection) or excessive rebound damping (resulting in “packing down”) could be to blame. If you’ve already experimented with decreasing each of these separately, you’ll know which one is more relevant to your needs.

If you can’t tell any difference on your test runs, you’ve probably picked a route demanding too little of your suspension; choose somewhere with enough hills, curves and bumps of varying types to make your fork and shock reveal themselves. Pay close attention to chassis pitch during acceleration and braking, the vividness with which you feel the surface texture beneath your tires, the harshness with which impacts get transmitted through the bars/pegs/seat, and the speed and degree to which the bike steadies itself after traversing a dip or being pitched into a corner. Is initiating a turn quicker/easier or slower/higher-effort with this setting? Is the bike more or less comfortable? Is your confidence enhanced or diminished? Did any hard parts touch down? Write down your observations. Much of what follows in this series will make a lot more sense with your own experiential reference points in mind. With any suspension adjustment, make sure to replicate it on both sides of the motorcycle; you don’t want one side trying to behave differently than the other, unless it was designed that way (e.g., a fork with

compression damping on one side and rebound damping on the other).

Remember your tires are an integral part of your bike’s suspension. Their condition and pressurization can significantly alter the feel and effectiveness of your fork and shock(s), so make sure they’re in good shape and carrying consistent, appropriate pressures as you compare settings. Factors related to tire construction, like sidewall flex, can have a noticeable impact, too. Sticky sporting rubber will provide more traction, allowing higher cornering speeds and the generation of greater g-forces for the suspension to manage. Tire changes may prompt fresh suspension assessments and adjustments (more notes!). Of course, the rest of your motorcycle must be functioning properly, as well. You won’t be able to get your suspension right if your frame is bent, your steering head bearing isn’t snug, or you’re distracted by lousy ergonomics or jerky power delivery caused by a loose throttle cable, excessive driveline lash or faulty fueling. Suspension units themselves can be damaged, worn out or misaligned, also rendering tuning efforts moot. Everything presented in this series assumes all such confounding variables have been ruled out.

Suspension is comprised of two major categories, springs and dampers. These interact with each other dynamically, and changes in one category will likely necessitate complimentary changes in the other. There’s no way to discuss or change everything all at once, so we’ll take on more in parts spread throughout 2025, starting in March with springs. They’re the most foundational element and should occupy first place sequentially in the tuning process. There’s more to springs than most people realize–enough that I’m devoting a whole segment to how they work. We’ll dedicate future parts to adjusting coil springs, damping–a truly complex concept–and conclude with some special topics in going beyond turning external adjusters. This may seem like a rather deep dive for a series with “Basics” in the title, but it really only scratches the surface of this vast, intricate and fascinating topic. While most riders don’t need all the information that follows, this extensive survey should ensure any reader can find some portions relevant to their particular situation. Rather than simply offering bullet-point instructions and advice, I’ll be providing longer explanations so you can make your own informed decisions. I’ll also include a multitude of tips based on decades of hard-won (read: error-strewn) experience as a home mechanic.

We'll also be putting some videos on the MOA's YouTube channel and will have at least one guest entry explaining how BMW's ESA system developed and what it can and cannot do.

DEEPER DIVES

For readers who aren’t content with the topical summaries in this series, I recommend the following books. Don’t be put off by the fact some are over a decade old. The concepts they contain are just as relevant now as they were at the time of publication. The latest, greatest suspension just does a better job of execution, with the principles of suspension tuning remaining exactly the same, even if the internal mechanisms and external adjusters are a bit different.

Motorcycle Suspension Bible, from Race Tech and by Paul Thede and Lee Parks. $23.46 on Amazon. This has been considered the gold standard by many since its publication in 2010, and with good reason. Thede is a mechanical engineer who founded Race Tech, one of the most renowned aftermarket suspension companies out there. Parks was a long-time editor of Motorcycle Consumer News with serious credentials in both racing and writing. The book’s text is clear and accessible, and the abundant graphic art and photography are extremely high quality.

Sportbike Suspension Tuning, by Andrew Trevitt. $24.95 on Amazon. Trevitt has a background of racing success, was a senior editor at Sport Rider magazine, and has been widely published in Cycle World and other enthusiast publications. While this 2008 book includes in-depth coverage of topics specific to high-performance riding and racing, it also does a great job laying out the fundamentals in fine detail for riders without such sporting aspirations. The many illustrations are excellent and the writing is especially straightforward.

Sportbike Performance Handbook, by Kevin Cameron. $33.76 on Amazon. While not focused exclusively on suspension, the portion of this book devoted to that topic is somehow both beautifully succinct and impressively comprehensive, as has been typical of Cameron’s extensive writing for Cycle World and the Motocourse book series. Updated in 2008, this tome is a tour-de-force, showcasing his technical expertise as an engineer turned racing mechanic turned journalist; it has broad applicability beyond the domain of sportbikes. Who doesn’t want their motorcycle to perform better in every way?

Total Control, by Lee Parks. $20.43 on Amazon. As mentioned, Parks has plenty of racing and writing bona fides. The 2015 second edition of this book contains the core curriculum taught at his highly respected riding schools of the same name, but also includes tidy, efficient discussions of suspension setup, complete with a copyable worksheet for assessing spring settings and an extensive, well-organized troubleshooting guide for diagnosing and remedying problems. If you want to kill two birds with one stone, you can get excellent instruction on both riding technique and bike setup in this single volume.

“A motorcycle functions entirely in accordance with the laws of reason, and a study of the art of motorcycle maintenance is really a miniature study of the art of rationality itself."

– Robert M. Pirsig

OF CLUTCHES AND CARBURETORS Behold the Vacuum Tubes of Motorcycles: Enjoy ‘em while

Photo by Jason Adams

you got ‘em.

By Geoff Drake #176894

According to the BMW airhead cognoscenti, one should synchronize Bing carburetors using one of the following methods:

• Vacuum gauges (preferably without exposing oneself to a deadly reservoir of mercury).

• Shorting out one spark plug with a long screwdriver, taking care to avoid the 12,000 volts coursing within inches of your fingertips.

• Listening carefully while twisting the throttle with one ear next to the sputtering engine.

Or, in my case, you could use the method that supersedes all these: dumb luck.

This may include the burning of incense, performing ablutions, or genuflecting before a lifesize image of Hans Muth. To accentuate the suffering, this should be done in an unheated garage, wearing only a T-shirt emblazoned with a BMW rondel.

I have worshipped at the altars of Parkhouse, Plam, Porter and Snowbum. I have served a long apprenticeship and killed innumerable brain cells in search of elusive gas leaks and perfect jetting. Alas, I am no wiser.

Will the youth of tomorrow ever know the agony and ecstasy of these explorations? No! Will they care? Of course not. Nor should they.

Carburetors, like clutches and cables, have become the earmarks of antiquity. There will come a time, in the not-too-distant future, when exactly no one will know how to adjust or service these devices. Carbs and clutches will seem as weird as a wall jack. That sensitivity in your left hand, developed over 50 years of riding, will be as redundant as knowing how to use the cue lever on your phonograph or send a fax.

Carbs and clutches, though we love them, are the vacuum tubes of motorcycles. Enjoy ‘em while you got ‘em.

The Many Mysteries of the “Instrument”

To know the inner workings of the “instrument,” as carburetors are fondly called in Great Britain, is a kind of secret handshake among enthusiasts of a certain age. By my count, a Bing CV carb like that on my 1978 R 100/7, contains about 30 parts, many of them the size of a fingernail or a grain of rice. Some of these contain tiny passages that become clogged with stale gas, which turns to varnish,

which in turns causes rough running, or no running at all, and leads to histrionics and much self-flagellation on the part of the long-suffering owner.

Bill Plam, of Boxer2Valve, has a wonderful video on how to completely refurbish a Bing carburetor. Though he makes it seem easy, when the parts are laid out on the bench, it looks like someone set off an explosive device in the nut-and-bolt aisle of the local hardware store. Spreading out the parts in this way implies great knowledge, even when none exists, as in my case. When one of my motorcycles is in this state, I always make a point of inviting a riding buddy over, if only to impress them with my command of the impossible. What could possibly go wrong? Because I own four vintage motorcycles in addition to my 2016 R 1200 GS, my life is a series of gas leaks, float bowl explorations, jetting experiments, cable adjustments and needle height changes. The fact that all these motorcycles are stored in a garage that contains our furnace and pilot light makes life that much more exciting. If you see a great conflagration from the general direction of northern California, it’s probably my house. Do me a favor and call the authorities, as I may or may not be conscious.

My most recent conundrum was to solve a gas leak and synch the carbs on my 1975 Honda CB400F–you know, the cute little café racer with the sexy four-into-one pipes. I removed the bank of carburetors four times in succession, amidst much sweating and profanity, in search of the problem. The eventual solution involved an inexplicable mix of new OE parts, old parts, and aftermarket imitations. It runs flawlessly, though I really have no idea how I accomplished this.

Will the youth of tomorrow ever know the joys of this Ouija board approach to motorcycle repair? Of course not. There is no mystery or guesswork to today’s bikes, just a GS-911 diagnostic tool and a laptop. Carburetor repair is a form of exquisite pain that future generations of motorcyclists will never know. And probably, never miss.

Friction Affliction

As with carburetors, the signs are all around that the conventional, lever-actuated clutch is going the way of the wall phone. BMW, Honda, Yamaha and others are all offering bikes with automated clutches. Some, perhaps in deference to the dotage of riders like you and me, offer the interim solution of shifting with no clutch lever. Others dispense with shifting altogether. Just twist and go.

I have to confess, I understand the attraction. I taught motorcycle safety for many years, and a large percentage of our time was spent instructing folks how to use a clutch. The first question was almost always: “What is a clutch?” To the youth of today, you might as well be describing how to use a push mower.

Once, trying to evoke the poetic aspect of clutch use, I said

that there was “artistry” in the use of the left lever; that it represents one of the joys of motorcycling; and that its proper use denotes great experience and erudition. Indeed, I continued, waxing eloquent, there is nothing quite like a smooth downshift, accompanied by a deft blip of the throttle, prior to arcing into a corner. Or the ineffable joy of pre-loading the shift lever and feeling the cogs snick into place.

The students listened patiently to my thesis, considering each point in turn, and said: “Huh?”

(I imagine later, at the coffee shop, the students are saying: “Can you believe that guy? What’s all this about the ‘artistry’ of the clutch? Maybe he should go home, cue up a few cassettes on the ol’ boom box, and lie down for a while.”)

But hey, I get it. The youth of today wants to twist and go. And why shouldn’t they? After all, motorcycling is about forward propulsion, not epiphany.

In the future, no one will know, or care, that the exposed portion of an airhead clutch cable should measure exactly 201 mm, or that its junction with the lever arm should be precisely 90 degrees for maximum leverage and ease of movement. Nor will they know the myriad wonders of pressure plates, friction plates, or the beauty of the snowflake-shaped diaphragm spring.

When these ancient artifacts are gone, something will have been gained, in the realms of convenience and ease of operation. But something, of course, will have been lost.

Alas, it’s no longer my business to resist these changes. I’ve been fanning the damn left lever since I was 11 years old, and I don’t plan to give it up anytime soon. Nor will I be foregoing my carb stix with their deadly reservoir of mercury, or the myriad wonders that reside in a float bowl.

Thankfully, I’m secure in my dotage. If you need me, I’ll be home, short glass in hand, listening to my phonograph and reading Cycle World, circa 1976. With Koss headphones. They’ve got a cord, so watch your step.

Geoff Drake is the former editor of VeloNews and Bicycling magazines. He’s written two books and been widely published in bicycle and motorcycle magazines.

He’s passionate about communication and things that blur the landscape. Visit Geoff’s website at www.wriding.com for more of his work.

the 2025 MOA National Rallya rhythm and rides reunion!

By Mari Harrelson #129131 Rally Co-Chair

It was the late ‘90s when Vance and I were just beginning to see an empty nest in our not so far off future. We found ourselves with time to ride again, and after a few great two-up trips to the Smoky Mountains and Daytona bike week, we decided it was time to look for something more comfortable for long distance riding. On a ride to the local BMW dealer, we fell in love with the most beautiful Pacific Blue R 1100 R, and after a lecture on riding ATGATT, they fitted us up with the much-needed gear this motorcycle community lives by, and we began our journey with BMW motorcycles.

Later, while on an RV camping trip at a Gulf Shores beach, we heard that the Alabama BMW club was meeting at the same campground, so we walked over and suddenly we became a part of a big family of like-minded folks who welcomed us with open arms. Soon, we began joining them at their weekly gatherings at a local BBQ joint and their monthly meetings at campgrounds all around Alabama and nearby states. We heard fireside stories of the club rally they held every year over Memorial Day–The Great Chicken Rally.

Deciding to get even more involved, we began assisting their many volunteers working countless hours preparing for and putting on the Chicken Rally which again added to our big family of friends who came from all over the country for the endless supply of smoked chicken. I may even have sold you a winning ticket for a motorcycle as we gave one away every year for many years.

Over the next few years, we served in several capacities on the club board and traveled with our club members to attend several local rallies in surrounding states and to the MOA’s annual national rallies to reunite with our new friends. We met countless new folks at every rally over the years.

Then, Vance was asked to be the Rally chair for the 2009 BMW MOA National Rally in Johnson City, Tennessee, along with our good friend Connie Reeves as his co-chair. It was there I learned what it really took to put on a national rally and how much all the volunteers working together year after year make it come off so seamlessly. We have participated as volunteers every year since and look forward all year to getting back to reunite with our community of fellow BMW volunteers that we may only see once a year, now from all over the world. This community grows every year with new folks that volunteer once and see the value and come back for more.

In 2019 we were asked to chair the rally in Lebanon, Tennessee, and we continue to meet up for events across the country to support the MOA and its members but even more to reunite with great friends. Here we are again looking forward to bringing you another great rally in 2025 and looking forward to another reunion of friends and community.

This is our story, as we know it is for countless other MOA members. In this span of time, we have seen many friends come and go. Some age out and don’t come because of health issues or simply don’t feel they belong if they don’t ride anymore. Life and death being what it is we have lost so many friends over the years, but their stories live on when we come together.

Vance and I invite you to reach out to old club members and friends you may not have seen in a while and invite them to the 2025 Rhythm and Rides Reunion. We would love to see those clubs that have not had their rally in the past few years join us for our “Reunion.”

Maybe you belong to a young club that has never had their own rally. To new members that have yet to experience this phenomenon, join us and see what a difference it will make in your life. To support this cause, the MOA is offering you a venue packed full of entertainment, food and friends to come together in whatever manner your club or gathering might choose. We will have several options available to assist you if your club or group would like to join us in this experience. One option is the rental of a furnished tent in the chartered club zone for the whole rally or just a few hours. We also have experienced party planners that can help you source signage, catering or supplies if you opt for a mini rally within the rally. We will have opportunities in the magazine, weekly newsletters and regular Social Media to promote your gathering at the rally.

What else could you ask for? Register now to enjoy three days packed full of entertainment, food and friends. There’s no better time for a reunion to reminisce about the old days and create new memories for tomorrow’s fireside chats!

2025 Rally Chairs, Mari and Vance Harrelson.

A Call for Rally Seminar Presenters

After the enthusiastic reception to last year’s seminar lineup featuring presenters from the membership, the 2025 MOA National Rally team is once more seeking sessions FROM our members and FOR our members. With that in mind, we are inviting all MOA members to consider presenting seminars at our Rhythm and Ride Reunion this June in Lebanon, Tennessee.

Do you have a story to tell that you believe our riding community would benefit from or be entertained by? Ideas could include interesting trips and tours you have taken, skills you have learned along the way, repairs you’ve made to your bike and/or new tools that others may not have heard about. Have you traveled two-up? Perhaps a seminar describing how to make traveling with two people on one motorcycle would be popular. Sidecar enthusiasts: we would love to hear a seminar or two from you offering tips about your experiences! Do you have expertise with mapping programs or with new motorcycle technology? What works and what doesn’t? There are so many possibilities!

If you are interested in presenting a seminar at the 2025 MOA National Rally or have questions, email 2025 Rally Seminar Chair Allison Gifford at agifford@jgifford.net. Seminar requests can be submitted at rally.bmwmoa.org/seminars/

what First-time Rally

Goer's have to say

"I was definitely apprehensive about attending (the 2023 MOA Rally in Virginia); however, it was so close to me, I felt it would be a huge mistake not to see what it was all about. Having never attended any biking rally of any sort, I wasn’t sure what to expect. Fortunately for me, the location made it very easy for me to dip my toes in without commitment, meaning I would roll in for the day and roll out at any point, while still enjoying the comfort of my bed. That said, I learned a great deal while attending.

First off, make sure you bring plenty of extra cash. Not because anything is costly but because you see so many items from the various vendors that you never knew you wanted! The arsenal of appealing apparel and accessories was staggering. It seemed every vendor had something I didn’t know I wanted until I saw it.

The second takeaway was that every person I engaged with was remarkably kind and inviting, which doesn’t surprise me, looking back, but at the time I didn’t know what to expect. Having only attended the seminar that the BDR guys did, I can’t speak to any of the others, but the BDR guys were super informative, extremely interesting, and I left feeling like I would sell my home to help their cause. Truly a fantastic organization!

Finally, the last takeaway for me was that it is better to attend with friends. As I was a solo attendee, I could only watch (with envy) the camaraderie among old friends, new friends, and fellow enthusiasts taking place at all times in all places!

The community among the MOA members made me proud to be a member of such a wonderful group of like-minded people. Rarely have I seen such a consistency in a single group of men and women at one place.

I can say with certainty that I will be attending more rallies in the future and am hoping to attend the 51st as the date gets closer."

J. Daniel Dreyer #228640 Manakin Sabot, Virginia

A Great Experience!

"Overall, I thought the 2023 BMW MOA National Rally was well organized, though it was a bit overwhelming since this was my first time attending an MOA National Rally. However, it also was less intimidating since I am local to the area (Northern Virginia) and rode to the event each day.

The displays and vendor booths in the main exhibition hall were very diverse and interesting, and I spent a lot of time talking with those folks!  I enjoyed the food vendors and the various events organized by the MOA.

Overall, my experience was positive.  I learned that camping at the event looked fun; however, I need to get up to speed on the logistics and gear I would need if I wanted to do that at future MOA Rallies or other events."

Chris Williams #230618 Fredericksburg, Virginia

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

MOA Foundation Historical Archive Moves Closer to Reality

By Bill Wiegand #180584

After a meeting of BMW club presidents at the MOA National rally in 1997, then-MOA President Jeff Dean was approached about the possibility of creating a charitable foundation for motorcycle enthusiasts supporting rider safety and education. The following year, a task force was formed and charged with developing the concept of a national educational facility offering rider training and promoting programs for new riders. At the time, it was hoped that the facility could also include an archives and museum “ride center,” to tell and preserve the many stories of our members.

In January 2000, the necessary licensing agreement was finalized and approved by the MOA Board of Directors and later that year, the MOA Foundations received its 501(c)(3) tax exempt status. Since that time, and through the efforts of many volunteers, the MOA Foundation has become the fundraising arm of the MOA responsible for generating funds to maintain the organization’s mission of rider training and education. The Paul B. Rider Training Grant and Clark Luster Group Training Grant are two of the programs offered by the MOA Foundation to fulfill that goal.

In 2011, the MOA Foundation was restructured under the leadership of then-Board President, Greg Feeler and Executive Director Ray Zimmerman and soon after, began to pick up momentum and take the form we recognize today. At that time, the desire to preserve the stories of MOA members in a tangible form came in the form of offers from the membership to donate items they felt would be of interest to our greater community. Sadly, without the physical space to store and display these donations, many simply could not be accepted.

Several years after the MOA’s move to South Carolina, the floor above the organization’s headquarters became available. It was then that former BMW MOA Executive Director Bob Aldridge began working with the MOA Foundation Board, taking another step forward and beginning discussions regarding the acquisition of the vacant space to fulfil the long-held dream of a physical MOA Foundation Historical Archive. With the help of many volunteers, demolition of the empty offices began in January 2023.

Construction has slowly but steadily continued since then, and with each passing month, the project comes closer to the MOA Foundation’s vision of a member space celebrating the rich history of the BMW Motorcycle Owners of America.

With his strong knowledge of MOA history and a background in general contracting, carpentry and project management, Aldridge and small group of dedicated local MOA members coordinated by Kurt Benson have been instrumental in moving the project forward. Working together with MOA Foundation Board members Tom Gary, Marty Marshal and Dan Finazzo, the design and ultimate look of the facility continues to take shape.

Counterclockwise from left, Demolition begins on the former office space. Floors in and support columns framed. Some of the MOA volunteers working to make the MOA Foundation Museum and Archive a reality. One of the stands built by Tom Gary and Dan Finazzo features an R nineT.

Opposite page, Some of the memorabilia collected from the MOA membership for possible display in the MOA Foundation Museum and Archive.

An R 100 RS restored by Dutch Lammers and autographed by Hans Muth, who designed the model.

At the October 2024 Board meetings of the MOA and MOA Foundation together with an open house held at the MOA office, members of the boards and interested MOA members were invited to get a glimpse as to what the MOA Foundation Historical Archive could look like once completed.

On display that day were many member and MOA Foundation-owned machines in addition to several beautifully restored vintage BMWs on loan from Jack Wells. Also being shown was a zero-mile R nineT owned by Brian Dutcher, an R 100 RS restored by Dutch Lammers and many others.

The stories to be told once the MOA Foundation Historical Archive is complete could include displays highlighting the creation and evolution of the BMW MOA, including our National Rallies, Chartered Clubs, BMW Owners News, the Grand Coddiwomple, long-distance riders and significant women of the MOA. A history of BMW motorcycles including custom, racing and adventure bikes and their riders could also be a prominent part of the facility.

According to Aldridge, the goal of the MOA Foundation Historical Archive is not only to make this a BMW motorcycle museum, but also a collection of artifacts highlighting the achievements of our club, but most importantly our members.

Scheduled to officially open in late 2025, in the coming months the MOA Foundation will begin soliciting members for tangible donations for potential display.

Motorcycles line the walls in front of the MOA Foundation Museum and Archive.

INSPIRED BY THE RIDER:

A Conversation with Muriel Farrington

By Dawn Hein #169308

Muriel Farrington (#89517) was a long-time BMW rider, BMW MOA member and a hero to many, including women riders, mature riders and any rider interested in getting more involved in a community of people with a passion for motorcycles and travel. To recognize her significant contributions to the BMW MOA, Muriel was honored with the title of BMW MOA Ambassador and in 2021 and was also honored as a BMW Friend of the Marque to recognize her high level of service and dedication to the BMW marque, the BMW Motorcycle Owners of America and the BMW Motorcycle Owners of Vermont.

Muriel rode 424,960 miles on her BMW motorcycles. In her late 70s, she was recognized for her 300,000-mile achievement and she kept going. Her single longest trip was a seven-week ride out to a west coast rally which covered many states on her way out and back. Normal trip highlights for her include visiting family and friends all over the country. Muriel usually rode by herself, preferred tent camping, and typically winged it on route planning. She liked to say, “I’ll follow my front wheel and see where it leads me.”.

I don’t know many BMW riders in the northeast who haven’t heard of this living legend. I was fortunate enough to cross paths with Muriel a few times and to hear her speak about her “Origin Story” to a group of women adventure riders at Dirt Daze in New Hampshire a few years ago, but those encounters only left me wanting to know more.

One story she told at her Dirt Daze Women’s riding seminar was about following a road on her GPS and how she kept going even when it deteriorated into a dirt track up a mountain, all the while staying optimistically hopeful that road conditions would get better, and she wouldn’t have to turn around. She made it through that time, although one local did stop her to ask what she was doing out there.

In September of 2022, Muriel joined a group of friends for our annual girls’ camp n’ ride with a home base at Molly Stark campground in Vermont. She didn't prefer riding in groups, but joined us for several hours anyway. I had fun riding behind her and following her relaxed and smooth lines on miles of dirt roads that day. That night, it dropped well below 32 F by the time we left the campfire and headed to our tents. Muriel was up first the next morning and had the fire going by the time the rest of us defrosted enough to get moving. As a true Vermonter, I don’t recall that she ever even mentioned being chilly while the rest of us struggled and made comments on the freezing temps. These stories embody part of what is so inspiring to me about Muriel: grit and determination, calmness and confidence, all paired with her outgoing and positive nature. She sid, “My can-do attitude and positive outlook have served me well.”

Last fall, I was lucky to spend some time with Muriel and listen as she shared stories about her life on two wheels and some of her riding adventures.

What inspired you to learn how to ride a motorcycle?

I was dating a guy at the time who rode a motorcycle. After being pillion a few times, he told me I should learn how to ride, that I’d be a natural. I believed him so, at age 58, I took the class and got my license.

When did you start riding off-road?

Dirt roads are staples in Vermont so even as a rookie rider I was on them. They’re so interesting, I always wanted to find out where they go.

What was your first motorcycle?

Which was your favorite?

My first motorcycle was a 1997 BMW F 650 Funduro in black. It’s hard to choose a favorite. My 2017 F 700 GS twin had all the great features and reliability for touring, but I put 140,000 on my 2007 F 650 GS single cylinder. That bike was always my choice for dirt roads. My BMWs never let me down, you could just get out and go anywhere.

What tips do you have for newer riders? For the riding community. Volunteer, sign up for classes, and go to seminars. Make the most of your club memberships. Get out and ride while you can.

How did you get involved in volunteering with the BMW clubs?

Someone would say “Hey, we need this done.” and I would step up. I’ve always been that way. When I retired from my career in the software industry, I had more time to ride and also kept very busy with the clubs. Motorcycle Owners of Vermont was my main club and Yankee Beemers was next up. I never sat still!

One role I enjoyed was editing the MOV Moover newsletter for 22 years with the byline “Running on One Cylinder” updated to “Running on One Cylinder Except When Running on Two” when I added a yellow and black 650 twin to my garage in 2012.

What do you enjoy most about volunteering?

The number one thing about volunteering is the people you meet.

Tell me about the BMW MOA rallies you’ve ridden to over the years. My first rally was in Trenton, Ontario. It was a lot like home up there, but you had to calculate with kilometers instead of miles.

My most memorable rally was in 2006 when we hosted it in Vermont. It took about a year to organize and involved many volunteers. As the Media Chair for that event, I divided up the state and had people find routes and sights, report back; then, I wrote up a series of articles about each section in the months leading up to the Rally.

The rally that touched me the most was Great Falls in 2021 when I was presented with the Friend of the Marque award from the BMW Clubs International Council. That was a big deal.

What do you like about riding solo?

When you’re by yourself, people are more inclined to talk to you than if you are in a group. One time a group of local Harley-Davidson guys gathering at a diner bought me breakfast after talking to me and learning that I was riding solo.

Having ridden all over the United States and Canada, where would you like to go back to again? I would have liked to see more of the southwest and Colorado. The scenery is so dramatically different from where I live, and I love the archeology.

What was your wildest or most adventurous trip?

There are a few challenging days that stand out in my memory. Riding back from one rally and the winds by Theodore Roosevelt National Park in North Dakota were trying to blow me off the road. I was so glad when that day was over! Another tough three days came after the Great Falls Rally in 2021 where I rode in 113-degree heat.

Tell me about a Bucket List trip?

A friend named Jim Trotter invited some of us over to the Isle of Man to watch the races and to celebrate his 50th year as a spectator. We got to

stay with him and his brother, starting with some highlights in London before heading to the island where we picked up our loaner bikes. Although we avoided riding on the course because even on non-race days people are mad men out there, but we did get to see some of the racing and a lot of the island. Jim is a ‘live wire’ and we had so much fun!

Have you ever had an accident?

I’ve had a few tip-overs but never an accident, although I did have to be carried home from one of my last rides. On my way home from a rally in Virginia in 2023,

I was six hours into my ride when I pulled off the road to book a motel while I had cell service. When I stopped, I knew something wasn’t quite right but didn’t know what. I got back on the bike and rode for another 22 miles to the nearest hospital where I parked the bike, locked my GPS in the side case and walked into the

Emergency Department and told them “I can’t breathe.” I eventually found out I had a collapsed lung and after being transferred to a few different hospitals there, I finally got to use my medical rescue insurance to get flown home. That policy paid off, for sure.

Although Muriel didn’t get to ride her bike home from that trip, her friends and contacts from all over made sure her 700 GS was reunited with her in Vermont. Although she didn’t ride much after that big adventure, she stayed active in the riding community that she helped develop and maintain, going to MOV breakfasts and having riding guests from near and far stop by for some “bench racing” at her home in Vermont.

Sadly, early last October, Muriel passed away. Before she passed, Muriel donated her 700 GS, some of her riding gear and many mementos to the MOA Foundation for display within the MOA Foundation Museum and Archive.

In her 2010 election bid for Secretary of

the BMW MOA Board of Directors, Muriel wrote, “It is hard to describe how much I’ve benefitted from riding–from the people I’ve met, to the places I’ve been and the self-confidence I’ve gained.”

Dawn Hein has been riding motorcycles since 2001, but REALLY started riding when she got her 650 GS in 2010. After taking RawHyde’s Intro class with her husband, she was hooked on dirt. While always working on being on a better rider, Dawn travels on and off-road about 10,000 miles a year on one of her trusty BMW 650 singles (X-Challenge, Dakar, and GS). She and her husband Michael live in New Paltz, New York, with their many motorcycles.

Premier Training Experience

BY BILL WIEGAND #180584

Located in the beautiful rolling hills near Spartanburg, South Carolina, not far from the great roads winding through the Blue Ridge Mountains, the BMW Performance Center is precisely what one would expect from BMW–a world-class facility with top-notch instructors offering BMW Motorrad’s entire fleet for you to enjoy.

According to Chief Instructor Ricardo Rodriguez, 21 instructors at the Performance Center offer professional instruction over a broad curriculum. Classes include everything from a two-day MSF Basic Rider Course geared toward new riders to a five-day motorcycle boot camp offering two days of challenging off-road and two days of on-road training followed by a final day of off-site adventure covering a variety of surfaces. Between those extremes are classes for both off-road and on-road enthusiasts, on-road street survival classes, female-only classes, authority classes and even a two-day class with the GS Trophy Team. Additionally, the Performance Center offers private classes for individual learning and Moto Tours, taking riders from two to five days through the iconic and scenic roads of the Smoky Mountains of North and South Carolina and Tennessee.

The Performance Center is located near The Zentrum, a museum featuring many of BMW’s most famous two and four-wheeled models and get a close look at BMW’s history and what makes the marque unique. Across the street from the Performance Center is BMW’s factory, where BMW X models are produced.

Offering MOA members a U.S.-based experience with BMW is one of the reasons Bob Aldridge, then-Executive Director of the BMW Motorcycle Owners of America chose to move the MOA offices from Ellisville, Missouri, to Greer, South Carolina, nine years ago.

“This is a tremendous opportunity to build a special BMW-centric place,” Aldridge said about the move. “The MOA office, located next door to the BMW Car Club of America, creates the world’s two largest independent single-marque clubs close to the BMW Performance Center.”

Once the move was completed, Aldridge began working with Harald Schmidt, former lead motorcycle instructor at

the Performance Center, to create a training experience tailored specifically for MOA members and the idea of MOA Premier Training was born.

“My concept at the time was to give our members riding GS motorcycles who have no off-road training and never been off-road an opportunity with a program where they can experience both on and off-road training,” Aldridge said.

A typical experience for MOA members enrolled in Premier Training begins with their arrival at the Greenville Marriott, where they are greeted by MOA staff, checked in and given instructions for the next day along with a bag containing MOA swag. Later that evening, trainees will gather for dinner, socialize, get to know one another and talk about what they can expect the next day.

Then, after breakfast the following day, a chartered bus takes them from the hotel to the Performance Center to begin their training day. Lunch is served at the Performance Center cafeteria, and they are bussed back to the Marriott at the end of the day. Later that evening, Premier Training riders will gather again for dinner to enjoy a social gathering. Riders then repeat this the following day before ending their Premier Training experience.

Typically, Aldridge said, if you enrolled for a Performance Center class, you must find your own hotel and transportation to and from the Performance Center. Then you take your class during the day and return to the hotel alone, usually not talking to anyone about your day. With our Premier Training, our goal was to take a group and give a shared experience along with a social aspect to offer a unique experience not provided with other training opportunities.

“The MOA doesn’t offer training; we do social events like our Rally and Getaways and do them very well,” Aldridge said. “This is what a club is, and that was the idea in developing our Premier Training events–adding a social aspect to the worldclass training offered at the Performance Center.”

Since 2018, when the MOA Premier Training concept was born, 453 MOA members have taken advantage of this memberonly benefit. Of those, about 24% have returned to take additional classes at the Performance Center.

About the Experience

Steve Borden (#234339) from Pinehurst, North Carolina, has been riding since he was a teenager on dirt bikes. Today, he rides a GS but has no off-road experience. His primary motivation for enrolling in the Premier Training was to work on his slow-speed riding skills and gain enhanced confidence riding off-road.

“Day in and day out, you find yourself in situations where being able to manipulate your bike slowly and confidently is critical,” Borden said.

While Borden stated he has taken the MSF Basic Rider Course, advanced courses are not offered in his area.

Wes Chapman (#238229) from Andrews, North Carolina, was another MOA member enrolled in last October’s Premier Training. Riding dual sport bikes as a kid, Chapman’s first BMW was an R 1200 C many years ago, which he sold when family and work life interfered, despite living 35 minutes from Deals Gap and the beautiful roads and trails in that area.

“I’ve ridden many of those great trails in a Jeep but not on a motorcycle, Chapman said.

Chapman wanted an adventure bike, but not a big GS, believing a big 600-pound monster would be too much, so he added an F 800 GS to his stable and his collection of Airheads.

“Trail riding on a heavy bike is relatively new to me, which was probably my motivation for enrolling in Premier Training,” he said.

Going further in his explanation, Chapman said, everybody in

the class rides, we all know motorcycles, and when we’re together, we like to talk about hardware. Hardware is easy and we talk about Denali horns, Clearwater lights, tires, seats and the other accessories we put on our motorcycle. That’s all hardware, and you can buy all the hardware you like, but for me, what I want to work on is software. I want to get good people to train my brain and body to do what I want. This training is essentially a software upgrade.

Chapman continued to say that he recognizes the value of learning from experts. “What I’ve seen from other specialized training is that you don’t always get a big Aha moment or some grand revelation. You walk away with something tiny, such as using less throttle here, keeping three fingers on a lever there or shifting your weight a little more in this situation. Something tiny, but something I never would have discovered on my own and it would only have been an expert to see that.

TOP NOTCH INSTRUCTORS

Brent Seay (#219016), of Columbus, North Carolina has been riding for about five and a half years aboard sport tourers, adventure bikes and cruisers. Three weeks after passing his MSF Basic Rider Course and getting his motorcycle license, Seay came to the Performance Center to take an advanced class.

“I was in way over my head and fell a bunch of times,” he said.

“At lunch, Aaron Rankin (BMW Performance Center Chief Instructor) asked how I felt about riding. I told Aaron I couldn’t do this as I was going to end up killing myself out on the road.

BMW U.S. Rider Academy Instructor Richard Few leads a recent Premier Training class at the BMW Performance Center.

Top left, Slow speed drills test throttle and clutch control. Top right, Focused on the obstacle ahead. Middle right, MOA Premier Training includes the use of a Performance Center motorcycle, Bottom, Instructor Brent Seay demonstrates a drill. Middle left, Classroom sessions follow morning and afternoon training.

Everybody else can do these maneuvers, but I can’t. I’m the worst student out there by far, and I’m going home to sell my motorcycle before I kill myself.”

Rankin looked at him and asked, “Are you going to finish that cheeseburger, or are you going to learn to ride, son?”

With that, Seay put down the cheeseburger and said, “I’m going to learn to ride today, sir!”

From there, Rankin took Seay back on the course for a one-on-one session. Before the other students returned from lunch, Seay was making tighter turns than any of the other students in the class. He said that after lunch, he began to love the Performance Center and how they did things, saying that Aaron’s actions lit a fire in him to go out and practice and get good at riding motorcycles. And he did.

Two years later, Seay was winning trophies in Police Motorcycle Rodeo cone competitions and had become an MSF instructor. Then one day, Ricardo Rodriguez from the Performance Center called him wondering if he’d like to work as a trainer there.

“I had made a name for myself as an MSF instructor and through cone racing and gotten to know Aaron and Ricardo through the classes I had taken at the Performance Center,” Seay

said. “So when Ricardo called and said they had an opening, I could not turn that down.”

For 25 years, Seay worked as an IT manager and trainer, writing manuals and teaching classes. After struggling to balance his IT work and asking permission to take time off to work as a trainer at the Performance Center, he had enough. He quit that job, opening his own company offering large commercial IT products to small businesses so he could work at the Performance Center on his schedule.

Still, Seay had to prove he was up to the task of a Performance Center trainer.

Performance Center trainers must first master the classes they teach as students under the watchful eyes of the lead instructor. Once you’ve proven you can ride the exercises perfectly, you can demonstrate the exercise to other students. After successfully demonstrating the exercises, a class is taught in front of Aaron. This is done for each certification, including on-road, off-road, authority, and the beginner class.

Performance Center trainers are also judged on their personality and ability to help others.

Seay said he loves seeing light bulbs come on for students after completing an exercise they previously couldn’t or meeting students who don’t think their motorcycle can do

something.

“When you work with them and suddenly, they’re doing an 18-foot circle, they get a big smile and will say ‘I had no idea a motorcycle or I could do that.’” For Seay, hearing that is like an intensely addictive drug.

When a student who’s struggling and says he’s dropped his motorcycle three times, believing he’s got to hold the record, Seay will tell them, “Well, I dropped my motorcycle 37 times in a single day, and I actually hold the record for being the worst student. Keep working at it; here are some tips, and after lunch let’s go out and I’ll pull you aside and let’s focus on mastering this skill.”

Compared to other training facilities, Seay believes the Performance Center slow-speed exercises are the tightest.

“Most schools use a 24-foot circle pattern, the MSF beginner standard. We start at 20 feet and work to 18 feet or smaller. That’s important because at 24 feet you don’t need rider technique to make it work. When you’re working on a 20- or 18-foot circle, a rider must use technique. We reinforce the technique.

Seay said he believes the Performance Center offers the best off-road school in the country with deep sand and gravel areas, water crossings, a suspension bridge, staircases and even a tunnel.

“We teach riders anything they might want to tackle off-road. I don’t know of any other school that does that. Regarding our authority school, we’re the only school that offers both slow and high-speed techniques. Because of our facility, we can teach things at high speed that can’t be taught in a parking lot.”

Steve Borden is a firm believer in training. “Go find an empty parking lot and spend some time just practicing slow speed skills. If you’ve got the time and budget, I would definitely recommend taking a class at the Performance Center to fully invest in yourself.”

Reflecting on his Premier Training experience, Wes Chapman recognizes the value of learning from experts. “I have never been to any training that was better organized and better executed than what they did there. Between Bob and Sue Aldridge’s hosting and pulling everything together and what happens on-site at the Performance Center, I would say the experience was absolutely excellent from check-in to departure,” he said.

Regarding the instructors, Chapman said, “Their quality, knowledge and ability to teach I would rate a 10 out of 10. I don’t say that lightly, as a lot of instructors can’t teach. These guys had it in spades.”

Top left, Class participants enjoy a buffet lunch at the Performance Center cafeteria. Bottom left, Slow-speed drill on the Performance Center track. Above, Performance Center Instructor Brent Seay describes an on-road drill.

IMPROVING RIDER SAFETY

AT DUNLOP’S HUNTSVILLE PROVING GROUNDS

BY WES FITZER #170126

Dunlop began manufacturing motorcycle tires in their Buffalo, New York, manufacturing facility in 1920. In addition to developing innovative technology there, in 1989 Dunlop began putting their motorcycle tires through extreme conditions with a goal of improving tire performance and safety at their Huntsville, Alabama, Proving Grounds. Dunlop is the only major motorcycle tire manufacturer to maintain their own U.S.-based testing facility where they are able to test their full line of on and off-road tires.

I recently had the opportunity to visit Dunlop’s Huntsville facility, talk to some their professional staff and watch some of the tire testing they use in their ongoing effort to improve their tires’ performance and safety. It was both interesting and rewarding to observe the hard work and dedication which goes into the development of the black, round things we all ride on and trust to safely take us to our destination.

COMPANY HISTORY

After watching his son uncomfortably ride his tricycle on the cobblestone streets near their Belfast, Northern Ireland, home, Scottish veterinary surgeon John Boyd Dunlop took the wheels and wrapped them in rubber sheets, glued them together and inflated them with an air pump. Dunlop patented the invention in 1888 and shortly after, founded the Dunlop Rubber Company along with Irish industrialist W. H. Du Cros. Today, Dunlop has development and production facilities around the globe.

PRODUCT DEVELOPMENT AND TESTING

At their Huntsville Proving Grounds, Dunlop’s product testing employees, working with more than 30 tire designers and engineers at their Buffalo, New York, facility, test motorcycle tires from their worldwide production facilities. These numbers do not include Dunlop employees dedicated to Research and Development at the company’s factories in Japan, Indonesia, and France. When asked about the improvements made in motorcycle tires over the years, I was told that most, if not all, tire improvements have come from the world of motorcycle racing, both on and off road. There is a reason Dunlop is the official tire supplier for the MotoAmerica Championship series as well as a supplier of tires for the

PanAmerican Superbike Series and FIM

Intercontinental Games, Dunlop is also the exclusive supplier at the Italian CIV series and sponsors and supplies off-road tires for racers competing in Supercross, motocross, supermoto and flat track racing.

I found the life cycle of a specific motorcycle tire, from its creation to its retirement, to be fascinating. To begin the process, Dunlop’s product planning team will request market benchmark testing which is where the Huntsville Proving Grounds begin their work to provide test results and follow up with test reports. Then, the planning and design teams set the successor product targets including tire life along with wet and dry traction

goals. The design team will then begin the process of development and testing. Depending on how aggressive their targets are, this process may take one to two years before the desired product targets are achieved. Once the design team and planning team agree that all targets have been reached, the product will be launched and the cycle for the next generation of the tire will start anew.

Top, Testing tires at Dunlop's Huntsville Proving Grounds on their skid pad. Above, Crunching the data gathered during tire testing.

I asked what the differences would be for a tire built in the ‘70s for an R 75 and recently developed tire for an R nineT. Thinking I’d get an answer full of technical mumbo-jumbo, instead I was told that first it was necessary to compare the differences in the motorcycles themselves as tires are designed and manufactured to meet the specific characteristics of a given bike, including factors such as horsepower, lean angle, brakes and suspension to make sure Dunlop builds a tire up to the challenge presented by the motorcycle.

When asked what the biggest motorcycle tire developments have been in the last five years, I was told automation within their factories has been the most significant as motorcycle tire building had historically been a very labor-intensive process. I was also told that in the past decade or two the develop-

ment of a road race product here in the U.S. that rivals the competition on a global basis has been a major driving force in Dunlop’s development of consumer motorcycle tires. Looking into the future, that research and development will continue along with their development of tire compounds offering longer mileage and better dry/wet road performance.

Dunlop’s dedicated proving grounds facility was designed to test almost all facets of their new and existing lineup of motorcycle tires. The one-mile outer oval with various inner tracks is designed to test almost all aspects of both Dunlop’s and competitors tires. These inner tracks with their decreasing radius and off camber corners along with the skid pad and deeper water areas (from 3-12mm) are impressive. In addition to their on-road testing capabilities, Dunlop also has an off-road testing area.

About halfway through filling out my employment application, thinking life couldn’t get much better than

pushing someone else’s motorcycle to the limits on tires and gas I don’t have to pay for, I was informed Dunlop only hires professional riders. From their Manager, Richard Conicelli, a retired professional motorcycle racer all the way down to their newest test engineer, Taylor Knapp, only riders of this caliber are able to push tires to their limits.

Taylor drew the short straw on the day I visited the Huntsville Proving Grounds and was the one who took a K 1600 out for a few hot laps in a torrential rain. Taylor certainly proved the point of why they hire professional riders as I watched him push the K 16 faster and harder into each of the corners on the test track. Watching Taylor on the bike, Rich pointed out the importance of being able to repeat rides and hit the same line at the same speed time after time, which is important for several reasons. One of the reasons this is done is that after each test, the tires are taken off the bike for tread measurements and examined for tread wear. This is also important as test variants which include different tire compounds and tread patterns make it important for the rider to hit the same line while providing real-time feedback as to what he or she is feeling as they ride.

It turns out the feedback provided by the rider is more important than I would have thought. This is one of the reasons Dunlop believes they have an advantage over their competitors who contract testing to outside entities.

Not only do they test Dunlop’s lineup of street tires on-site, but they also test their off-road tires at their on-site Supercross, motocross, supermoto and woods/ hare scramble area. Due to the heavy rains that day, I was not able to get a good look at these areas, but talking to Clark Stiles, a former AMA Supercross and Motocross racer and recent Supercross Legends and Heros honoree, Dunlop has the ability to test all aspects of their lineup of off-road tires including race series tires. I was hoping to watch Dunlop’s riders tear up the dirt track, but again, the weather had other ideas.

Tire tread life is also extensively tested by running specific, 250-mile loops, from the proving grounds and through Alabama and Tennessee. During the testing, tread depth is measured after each loop and the tire is reinstalled on the bike and sent back out for another round.

Still looking for someone else to pay for my rides, this testing seemed to be a good fit for my limited skills, and I was sold when they spoke of the great coffee and lunch spots they had mapped out along the route. Sadly, it turns out that just like on their track testing, Dunlop needs riders who can ride the 250-mile loop as consistently as possible. Again, just like on their on-track testing, a professional rider’s feel for the tire, along with its responsiveness, grip (both wet and dry) and general ride-ability are incorporated into the

report. It was then I realized that my potential report explaining my ride as good and including details of seeing an eagle flying over the rider and how good the burger was wouldn’t cut it!

REGARDING MOTORCYCLE TIRE SAFETY

Despite the extensive amount of testing that goes into the development of each tire, the experts at Dunlop said that if a rider is overloaded and the tires are running under their prescribed tire pressure, all their work building the tire is for naught. “Dunlop can build the best tire in the world, but they can’t check your air pressure,” they said.

At the end of my visit to Dunlop’s Huntsville Proving Grounds, I can honestly say I was extremely impressed with what goes into making a strong performing, safe, long lasting and cost-effective motorcycle tire. Walking into the facility I believed that not much had changed over the years regarding tire technology other than an occasional new tread pattern. Man, was I ever wrong! PS – Don’t forget to check your air pressure!!

Wes retired in 2019 from a career in law enforcement as a Special Agent with the FBI after serving just shy of 25 years. Like many, Wes grew up riding dirt bikes and a few street bikes through his college days. After marrying his beautiful wife Paula and starting a family, Wes gave up riding for more conventional modes of transportation. In 2007, Wes purchased his first BMW, a 2005 R 1200 GSA and has been hooked since. Wes was elected to the BMW MOA Board of Directors in 2014 and served two years as Treasurer and five as President. Wes remains very active in the MOA, serving as Rally Chair for the 50th National Rally in Richmond, Virginia.

Testing Dunlop's off-road tires.

Ride With No distRactioNs

A CONVERSATION WITH REG PRIDMORE

By Wes Fleming #87301

“Please, call me Reg,” he said after the third or fourth time I used the word “Sir.” I meant it not in the classic British OBE sense, but rather as a form of respect for a man not only my elder, but inarguably my superior in all senses of the word from a motorcycling context. He’s been at it since 1954, when at just 15 years old he got a job as a motorcycle courier; “I could just tell the front wheel from the back one at that age,” he said, emphasizing how inexperienced he was.

It can be intimidating to talk to a racing legend who is also an AMA Hall of Fame motorcyclist and a rider revered in BMW circles as well. Reg is almost synonymous with the R 90 S, the “old man’s bike” on which he won the first-ever AMA Superbike Championship in 1976. He went on to win two more Superbike Championships, in 1977 and ’78, though he had to do so on

Kawasakis because BMW got out of AMA racing. When he won in 1978, he was 39 years old, making him the oldest ever AMA Superbike champion. A serious crash at Laguna Seca in 1979 led to his retirement from active competition, but by then he’d already been teaching other riders how to improve their skills and lap times while cocooned in full racing leathers.

Getting into training was a way to save lives, according to Reg. “These young kids, good old mom and dad was buying them these 900 CC [bikes], and they were getting killed,” he said, concern as thick in his voice as if we were transported by time machine to 1972.

“About 15, 16 people came to the first school at Riverside,” he said. “Riverside was affordable and it was one of my favorite tracks—I won nationals at Riverside, so I knew the track well. It came down to getting some of these younger

[riders], they’re working in their 30s and 40s, but they don’t realize how much power they had in their right hand. It got them into trouble.”

When it comes right down to it, the whole purpose of Reg’s school, CLASS (California’s Leading Advanced Safety School), is keeping riders alive by getting them to understand exactly how much power they have in their right hand, whether that power is expressed as throttle or braking.

“The whole concept of doing this was to help people understand that riding on a track and riding on the street, two entirely different worlds, but some techniques—especially the throttle and the brakes—are the same. In a race, you win by doing something [your competitors] can’t or don’t or don’t want to do. On the track or on the street, it’s a matter of safety, and with regards to how the corners should

Previous page: Reg Pridmore didn't just race BMWshe sold them as well as a BMW Motorrad dealer.

Below: Reg raced sidecars primarily in the Isle of Man TT.

Right: Reg at the track with a sharp-dressed young race fan.

Bottom: Reg on his iconic Butler & Smith R 90 S.

be taken, it’s reminiscent of what you might do on the street—within reason.”

One of the things Reg insists all CLASS students do is open their minds; not just as a way to hopefully identify and rid themselves of bad habits, but also to allow themselves to embrace new techniques, tweaks to their motorcycle setups, and changes in their states of mind as well. Reg discussed one classroom session he was leading for motor officers. There was a group who knew each other well sitting together, four in a row right at the front of the classroom. Every time somebody walked past the window, the four officers—almost in a synchronized fashion—would turn away from the instructor and watch the person going past the window. When he later privately called them out on it, they denied having done so, apparently oblivious to what looked to Reg to be reflexive behavior that challenged their ability to pay attention to the instructor.

“People don’t think far enough ahead,” Reg said during the story. “And I’m trying to enlighten people as to what could save their lives. If you break your concentration, you can do something silly, and that’s going to kill you.” He went on to tell them they needed to change that reflexive behavior, but they pushed back. “If you’re not going to change, or at least try to change, I’ll give you your money back,” Reg told them. Like a rider in another class who couldn’t believe a couple clicks of adjustment to his rear shock would make a tremendous difference on the track, the officers balked at that money-back offer. Once riders realize how serious Reg is when he says these things, they almost always start to understand the gravity of what they’re doing and at least become more willing to take the instruction.

A testament to Reg’s emphasis on paying attention plays out in longer races. Where lap lengths at most race tracks are along the lines of a mile and a half or two miles at most, “A lap at the Isle of Man is 37 and three-quarters miles,” Reg said. “That’s when you need

concentration.” If you can keep up that kind of intense concentration it takes to successfully navigate even one lap in “The Challenge,” he said, then you know you may have conquered anything’s ability to distract you while riding.

Reg talked about many riders lacking understanding of the power band as a reason why riders sometimes have difficulty controlling their motorcycles. “I teach at very mild-mannered speeds, but RPMs are the greatest part of the bike. Obviously, the suspension is an individual thing, you set it up for yourself, but the real secret of any motorcycle, be it Italian, German or Japanese, the RPMs are the lifesaver.

“If you learn how to use your RPMs without destroying other parts of the motorcycle, that’s your winning combination. You can get a little daring with the right RPMs for certain corners. I could run the BMWs up to about 9,000—I kept them between 7,000 and 9,000 most of the time—and the Hondas, I could make them go to about 15,000 RPMs, then downshift before you get into the corner and drive it right through the corner. But you have to use the clutch and throttle together to get that smooth transition, to keep from upsetting the suspension.”

At one point, Reg waxed philosophic about the whole concept of

motorcycling. “Motorcycling is one of the most exciting things you’ll ever do in your lifetime. People frown on it—rightfully so—and people that are frowning will go on and on. But when you meet people who understand, that’s why we enjoy it.”

“I met Papa Honda,” as he referred to Soichiro Honda, the engineer and industrialist who started the Honda corporation in 1948, “I met him in Japan when I raced there a couple of times. And he was very gracious, and it was very exciting, because he felt like somebody I could trust. When people are just starting out riding, they need to be guided, and they want to know they’re dealing with somebody they can trust.”

For Reg, that kind of trust helps people decide which bikes are right for them. This led to a tangent about BMW’s R 18; BMW invited him down to Los Angeles when the R 18 was released to have a ride and give them his thoughts. As it turned out, though he thought the big cruiser was a beautiful motorcycle, he didn’t care for how it felt or rode. We talked a good bit about the bike, and about my impressions of both the First Edition and later Roctane that I was able to test extensively. What worked for me in relation to being over six feet tall but not having a particularly long inseam, were things Reg felt worked against him on

Reg Pridmore, center, raced BMWs and Kawasakis throughout the 1970s.

the bike. While I had no issues getting the R 18 to turn into a corner, Reg felt like he had to fight the wide handlebars the whole time on the tight, cramped streets of Malibu. I spend most of my time riding country roads and with a wingspan beyond six feet, and the most difficult bikes I’ve ever ridden are ones with narrow handlebars; Reg cited this as exactly the reason more riders can benefit from training, because every bike, every rider is different, and the key to training is getting a rider to be calm, cool and comfortable on the bike they’re on—even if it starts raining.

“When you’re uptight and tense, you do the silliest things,” Reg said. “You grab and stab…that’s what puts a lot of people down. I teach people to sit back, relax and take it easy. Don’t start downshifting and dumping the clutch, especially in corners—and don’t grab a handful [of brakes], especially in the rain.

“I rode in the rain, so we teach in the rain, too. We ride in the rain, we learn in

the rain, we practice in the rain,” he said. “It doesn’t bother me because I grew up in England and it rains there all the time.

“Speeds can vary, but it’s about how much concentration you can put into it and if you can relax. I get students from sunny California, and yeah, they get rain, but sometimes if it rains during a class, I’ll get one or two guys that want to sit out. When I ask them why, sometimes they have a reason, but really, they just don’t want to ride in the rain. So, I tell them to sit in the classroom, have an instructor work with them, and try to convince them to go out for 10 minutes just to see what it’s like. Most of them do it, and even if they don’t go over 40 miles an hour, they’re able to take what they learned and ride in the rain.”

Looking back over his career, Reg reminisced about his friends and competitors, especially Eddie Lawson. For a number of years, Reg let Lawson work on his bikes in the dealership Reg owned. He spoke highly of Yvon Duhamel, his

French-Canadian contemporary in the 1970s, and of his son, Miguel Duhamel, both of whom he raced with at one time or another. He raced with and admired Gary Nixon during their common Kawasaki days, and Wayne Rainey, one of the winningest American racers on the international scene. He spoke of Don Vesco, or “Donny” as Reg called him, a world-record-setting rider with 18 motorcycle land speed records to his name. Reg’s voice softened a bit when discussing his racing friends, speaking wistfully of Rainey’s career-altering crash in 1993, in which he was paralyzed after his spine broke. Nixon and the elder Duhamel have passed away, as has Vesco. It would be easy to assign Reg legendary status simply because he survived his racing career without any major injuries and won a few championships, but it’s his legacy through CLASS which truly makes him a titan in the motorcycling world. He’s cultivated

Reg runs an R 1100 RS slighty ahead of Yvon Duhamel in a 1994 AHRMA race.

a large batch of instructors who understand his riding philosophy and who don’t just build skills in their students, but instill in them the need to be open-minded when it comes to motorcycling in all its forms—yes, even the rain!

“What we do [in CLASS] is just ride around carefully,” he said. “We have instructors that will pull you in—this is how it’s done—and you have to listen to what they say. Go out and try it. If you don’t like it, go back to what you were doing before, but if you do like it, polish it. The instructors were all students at one time, and they’re all good people. They realize what speed will do to you with the education. Most of the time when we correct people, they thank us.

“You have to have a plan. It has to be where you’re going, what you’re doing, how you’re going to go through it. If there’s something scary about it, you have to make your plan early—not

when you’re on the bike, not when you’re rolling, but way before. Sit down for five minutes and tell yourself what it is you’re going to do and how you’re going to proceed.

“It’s also important to have a good attitude, a strong idea about what it is you’re doing, the next corner, and making sure you have no distractions.”

Reg concluded our discussion by reminding me how dangerous motorcycling can be. “I’ve gotten a lot older, gotten both knees fixed, but I can still throw a leg over my bike and do a couple of laps. I don’t have to impress anybody; it’s just built into me.

“Some of us, we get a passenger and pack a bag, go on a ride for a few days or weeks. Motorcycling has got so much to it, but a lot of people still frown on it. Yeah, motorcycles are dangerous—of course they’re dangerous. Everything is dangerous! I see these idiots driving cars now, it’s becoming a little GP out there with these small cars.

“But motorcycling is magical. When somebody tells me it’s serious and dangerous, I say, ‘Yeah, you’re right. I’m only doing it another year and then I’m going to stop.’ But I remember planning, attitude and no distractions—zero distractions—and that’s a winning combination right there.”

Above: A typical CLASS session before heading out to the track. Right: Reg Pridmore still rides, and still loves it.

$10,000

Robert Aldridge

Tami Bakke

David & Kathleen Berube

Mike Bitschenauer

Gary Blakney

Don Braasch

Warren Brownell

Joseph Burns

Simeon Chow

Bob Cohen

Lee DeYoung

David Dunn

Bill & Virginia Duran

Brian & Tricia Dutcher

Edward Eagle

Muriel Farrington

DONATION LEVEL

Roy Ferguson

Wes & Paula Fitzer

Terry Fowler

John Fromhold

Sam Garst

Thomas Gary

Vance Harrelson

John & Kate Lammers

Richard Lewis

Clark Luster

Chuck Manley

Julie Manley

Marshall Martin

Steve Martin

Marc Neville

Brook Reams

Walton Rogers

Marc Souliere

Fritz Spokas

Tim Steenhoek

Jack Wells

Tom & Pam Werstler

Anonymous (4)

BMW Club of Northern California

BMW Motorcycle Club of Dallas/Ft. Worth

BMW MOA Foundation

BMW MOA

BMW Motorcycle Owners of Northeast Florida

Bob's BMW Motorcycles

CHAMPIONS

BRIAN AND TRICIA DUTCHER

Riding History:

Brian: Growing up in the ‘80s in So Cal and riding a neighbor’s ’79 XR-75 smack in the middle of the off-road racing capital of the world (San Diego County), dirt was in my blood at age 11. My first bike was a 1981 Kawasaki KX-80, which propelled me into AMA District 38 desert events, CMC, and CMMC motocross up until my final MXer, a 1986 KX-250. Then, the Air Force and a family took over my life, and it wasn’t until I returned from Iraq in 2008 that a middle son said he wanted a motorcycle. At this moment, the fire was reignited (it never really went out), and I bought my first BMW, a 2009 F800GS. Today, there are seven bikes in the household for the two of us, and needless to say, all but one, the 2014 RNineT, are either adventure, dual-sport, or dirt bikes. The Southwest is a fabulous place to ride, but you can only experience 10% of it if you stay on the tarmac. Thus, the dirt in the veins has never diminished.

Tricia: It all started in 2012 after several years of riding pillion with Brian. We were at the National Rally in Sedalia, Missouri, when I saw many other women riders. But what really inspired me was seeing the smaller women like me riding adventure bikes on the GS Giants track. It was then and there that I told Brian I wanted to ride. In fact, I made the declaration that “I will ride to the Rally in 2013 on my own bike.” Brian sneakily smiled and said, “Deal!” Then I asked where the Rally was, and when he said Salem, Oregon, I knew I had a rather large undertaking ahead of me to get myself to Oregon in 11 months and 3 weeks. My first, and still current, bike is my 2013 F 700 GS. There have been two other Yamaha dirt bikes, but my current small dual-sport is a Yamaha XT-250, which I love riding on the trails.

Involvement with the MOA and the MOA Foundation

Brian: I became a member back in 2010 and knew it was the group I wanted to be with. As the years went by, I wanted to give back and be more involved, so I started volunteering at the Rally (first in 2016 at Des Moines). Then, I became the regional coordinator for Iowa and Nebraska, and later, I shared the role for Arizona when we moved to Tucson in 2019. In 2020, I was elected to the Board of Directors, in 2022, I was elected as Vice President, and in 2023, I was elected President. Starting in 2023, we’ve been the Overland Area chairs and will make it three years in a row for 2025.

My only interaction with the MOA Foundation prior to joining the BoD was through the Paul B. Grant program and raffles. Once I joined the Board, I understood what the MOAF really stood for and what its mission was. It was upon fully digesting the potential impact that it can have on the entire moto community that I wanted to give back and ensure

future generations would have the opportunity not only to ride but to ride safely.

Tricia: My involvement has pretty much been as a member attending events with Brian. My first volunteer experience was running the hospitality booth at Des Moines in 2013. I’ve been the Overland co-chair with Brian for the past two Rallies, which I just love. I never really understood the Foundation, but I know they helped pay for some of my training, which I’m forever grateful for.

Why it’s important to support the Foundation’s mission as a Safemiles Champion

Brian: There are two main reasons I support the Foundation’s efforts and the Safe Miles program. First, I believe in lifelong learning that continues to develop and refine skills. The greats are not just gifted; they are the ones dedicated to their craft who practiced more than the others. We must continue to hone our skillset to have a long, successful (safe), and rewarding moto life. Second, for our riding community to prosper, we first must still be around to promote it. Today’s distracted drivers may make riding more dangerous than ever. Our number one defense is improving our riding skills to extract the most from the modern technology in our machines. So what better way than to support rider training, no matter where riders are in their skill development journey?

Tricia: With young women riders the fastest growing segment in the moto industry, it is essential that training starts from day one. As a woman who struggles with confidence on a bike in a male-dominated sport, all my training has been crucial to my skills development and my riding pleasure. Learning new skills and increasing my confidence lowers the stress and anxiety on the bike, which makes for a more enjoyable ride.

CHAMPIONS

Wes (#170126) and Paula Fitzer (#199561)

Wes began his riding career at an early age, like many, growing up on dirt bikes and moving onto larger displacement “enduro” motorcycles. Wes got his first bit of training just prior to his 14th birthday, attending BRC in order to qualify for his Oklahoma motorcycle license. Wes continued to ride up until entering college, though having to put himself through college limited his transportation to one mode–a car.

Enter his beautiful wife Paula (and their two children), and years later the itch to ride was too strong to resist. Wes purchased his first BMW, a 2005 R 1200 GS. Searching for technical information about his new-to-him ride, Wes found the MOA and joined soon after. Reading through BMW Owners News, Wes sent in a Board of Directors contact form and was soon recruited into running for a position on the Board. Wes served two years as Treasurer and then five as the President of the MOA. Wes and Paula have also served a number of roles at the National Rally from Closing Ceremony Chair, Security chair and others all the way up to serving as the Rally Chairs for the 50th National Rally. Paula (and the kids) have always been supportive of Wes’ endeavors to the point of taking the BRC and now riding their own motorcycles.

Wes and Paula said they have seen a number of their friends become injured from motorcycle accidents which could have been avoided with proper training and gear, and that is why they believe so strongly in the MOA Foundation’s SafeMiles program. Wes and Paula have received additional advanced training through the offerings of the BMW MOA Foundation and because of that choose to give back to such a wonderful organization.

2,305 SafeMiles donors

DONORS

$250 or more

DONATION LEVEL

BMW

BMW

BMW

Hoosier

SUPPORTERS

$100 or more

James Adams

Robert Adams

Thomas Akehurst

Sean Alabaster

Joseph Bark

Richard Barnhart

Martin Bartelstone

Jim Benefield

Erik Berg

Walter Blohm

Cara Breite

Stephen Brooks

Shepard Brown

Simon Burton

Richard Candrilli

Tom Casey

Will Caskey

John Chapman

Keith Christensen

Jennifer Cleveland

Jeffrey Cohen

William Cole

Jeffrey Cook

Oliver Delannoy

Philip Devers

Eric Deyerl

Barry Downing

John Drobish

Jeff Durivage

Steve Erickson

Jonathon Eesley

Ronald Ewasuik

Andrew Faglio

DONATION LEVEL

Antonio Florez

Jeffrey Ford

David Frank

Matthew Furlong

Roland Garlinghouse

James Gehringer

Mary Gniech

James Gooch

Dallas Green

Casey Gwozdz

David Haedt

John Hancock

Rennick & Marilyn Harris

William Haugen

Michael Heeremans

Michal Heiplik

Stan Herman

Marcus Hoffman

James Hofner

Kent Howard

Mark Hughes

Clayton Hutcheson

Jamie Jensen

Mark Jolley

Clifford Jones

Michael Kalinosky

Jon Kagan

Charles Keefe

Joe Kint

Nancy Kirner

Raylynn Knight

Joe Knit

Robert Kornafel

Steven Kwok

John Lang

Travis Leeman

David Litchford

Stephen Livingston

George Lussier

William MacMinn

Richard Macpherson

Kevin Madden

John Mangiagli

Lance Mark

Patricia Mark

Randall Marquardt

David Marsh

Craig Martin

John McGraw

Blair R Meiser

J Eric Miller

Gregory Milne

Bui Ngo

Kurt Niemetscheck

Andrew Nikolai

Bill Norris

Craig Oyer

Nick Oz

Gregory Pappas

Gregory Partalis

John Pawelski

Geralyn Pawelski

Josef Pelc

Paul Perisho

Irvin Peters

Edward Perry

Glenn Phillips

Tod C Powers

Dominique Rambie

Allan Rassi

David Reiff

Gregory Richardson

Jeffrey Ricketts

Susan Rihn

Mary Ring

Glen Robbins

Thomas Rodowsky

Daniel Ruffner

Glenn Rybacki

Charles Schlatter

Patric Schretlen

James Schukow

Allan Schuster

Donna Scoates‐Nixon

Robert Scott

John P Seiler

Steven Senz

David Seratt

Robert Severa

Michiael “Roc”

Shannon

Thomas Sheets

Roger Simmons

Andrew Simonds

Dennis Skonier

Britt Smith

Eric & Terri Spaulding

Brian Strader

Kent Streibel

David Sulser

Kenneth Thomson

Les Tillman

Andrew Travincek

Jon Wagnild

Douglas Waines

Guy Wallace

Richard Wallace

Susan Walton

Grant Ward

Jeffrey Wardlow

Gary Waters

Malcolm Weatherbie

Mark Webb

Jonathan Webber

Stephen Wheeless

James Wildman

Tom Wilmotte

David Witte

Rex Wright

Matthew Zych

Laurel Highlands

BMW Riders Club

New Jersey Shore

BMW Riders

Pterodactyl BMW Club

The future of motorcycle safety is the SafeMiles Endowment – an initiative of the MOA Foundation to establish a $1 million fund to guarantee rider training forever! No donation will be used for current activities or operations of the Foundation. Every penny of the SafeMiles fund will be spent on the future of motorcycle safety, education and training. Make a difference by contributing to the MOA Foundation’s SafeMiles endowment. With your help, the future of motorcycle safety is in plain sight.

Creating LASTING IMPACT

DONATIONS CAN HELP GET EVERY RIDER TRAINED

BY TAMI BAKKE #222479

Professional rider instruction is the most efficient and effective way to increase rider skills and decrease the likelihood of accidents caused by rider error. This is why the BMW MOA Foundation has embraced the mission of advancing rider skills, education and training for all riders.

The Foundation supports rider education by providing training grants and rebates for in-person classes, supporting quality online rider education and promoting habits of lifelong learning. This vital service to the rider community simply would not exist without the financial support of people who share our vision of every rider trained.

WAYS TO GIVE

There are a variety of ways you can contribute to the BMW MOA Foundation.

• Direct Cash Gifts: The simplest and most impactful way to give is through a one-time or recurring monetary donation. Every dollar you contribute goes directly to supporting the Foundation’s programs, including rider education, safety initiatives and efforts to preserve the rich history of the MOA. Each donation, no matter the size, makes a tangible difference.

• Legacy Giving: For those who wish to leave a legacy, this type of gift allows you to contribute to the Foundation through bequests, retirement plans, or life insurance policies, ensuring that your passion for motorcycling will continue to benefit future generations.

• Memorial Gifts: Honor the memory of a loved one by making a gift in their name. Whether it’s a family member, friend or fellow rider, a memorial gift is a beautiful way to keep their memory alive while supporting a cause they would have valued.

• Gifts to the Safe Miles Endowment Fund: If you’re looking for a way to make a lasting impact, consider contributing to the Foundation’s SafeMiles Endowment Fund. The Foundation is saving contributions to the SafeMiles Endowment fund until the balance meets our goal of one million dollars. Once this balance is met, dividends from this fund will be used to fund rider education programs in perpetuity.

• Corporate and Employer Matching Gifts: Many companies offer matching gift programs, multiplying the charitable contributions made by their employees to make an even bigger difference. Check with your employer to see if they participate in matching donations, and you may be able to double the impact of your contribution.

• Non-Cash Gifts: You can donate real estate, unique or valuable motorcycles, or items of historical significance to the MOA community.

• Donate Time: Not all contributions need to be financial. The BMW MOA Foundation welcomes volunteers who want to donate their time and skills. Whether you’re interested in helping at events, mentoring new riders or assisting with administrative tasks, your time can be just as valuable as your monetary contributions.

HOW YOUR DONATION HELPS

Your support helps fund a variety of essential programs:

• Rider Education: Providing riders with educational opportunities that enhance their safety and skills is the Foundation’s top priority. Your donation helps support in-person and online rider education.

• Scholarships and Grants: Financial support helps reduce the cost of access to rider training. By contributing, you’re giving the gift of opportunity.

• Historical Archive: The BMW MOA Foundation is committed to preserving the history of the BMW MOA and ensuring future generations can experience the joy of being part of this incredible community.

MAKE A DIFFERENCE TODAY

When you donate to the BMW MOA Foundation, you’re helping ensure that the future of motorcycling is as bright as it is today. Whether it’s through a financial contribution, volunteer work or legacy giving, your support will create a lasting impact on the world of motorcycling. Together, we can accelerate rider skills and elevate the rider experience, one donation at a time.

Visit bmwmoaf.org or call our office today to learn more about how you can contribute and make a difference.

MEET YOUR BMW MOA FOUNDATION BOARD OF DIRECTORS

steve martin

MOA Foundation Chair steve.martin@bmwmoaf.org

After a career in commercial printing, Steve sold his business and focused his expertise within the nonprofit sector in the role of Director of Development and with responsibilities including donor engagement and fundraising.

Motorcycle training and safety are Steve’s passions. A couple of decades ago, Steve and his wife were returning home from a ride and came upon the scene of a motorcycle crash. They later learned that the passenger, a mother of two little girls, was killed. With a desire to help reduce the number of motorcycle fatalities, he contacted his local community college and inquired about helping in their motorcycle training program. He was subsequently trained by the Motorcycle Safety Foundation and spent the next 10 years mentoring new riders.

A motorcyclist since 1970, Steve purchased his first BMW in 1995. He enjoys worldwide motorcycle travel. His current bikes are an R1200RT and a Ducati Monster.

TOM GARY

MOA Foundation Vice-Chair and Historical Archive Committee Chair tgary@bmwmoaf.org

Tom is retired from Norfolk Southern Corp, a major railroad and logistic company. Over his 38-year career, he rose through management jobs to reach responsibility for automotive operations and damage prevention, and served in many volunteer leadership roles. He currently serves as a Planning Commissioner for York Township, Michigan, where he resides. Tom served as the MOA Foundation’s president, guiding operations and strategic direction of the organization, and is a lifetime member of the MOA since 2000.

Tom believes it is a rare opportunity to serve in a volunteer capacity that directly serves the members of an organization in a way that literally can save lives. He is passionate to see training formalized, and enjoys using his business skills to further the Foundation’s mission.

tammy bakke

MOA Foundation Secretary, Marketing and Communications Chair tbakke@bmwmoaf.org

Tami joined the MOA Foundation board as a director in January 2023. A proud veteran of the U.S. Army Reserves, where she worked in Civil Affairs, Tami has a Bachelor of Science in Business and has worked in banking and education.

Tami learned to ride a motorcycle at 44 and is a vocal advocate of professional training. Shortly after joining the MOA, she began to volunteer with the Foundation, using her background in business and experience in communications to further the mission and vision of the organization. As a Safe Miles Champion, she hopes to inspire all members of the rider community to become regular donors to the MOA Foundation in support of rider safety and education.

Tami enjoys testing the limits of her BMW 1200GS on trails and unpaved back roads and finds that riding twisty mountain roads settles her soul. She lives near Tampa, Florida, with her husband and favorite riding partner, Doug. david

dunn

MOA Foundation Treasurer daviddunn@bmwmoaf.org

David is a paramedic and EMT instructor in the Lehigh Valley. He joined the MOA Foundation’s Board because of his experiences with emergency medical services. While responding to motorcycle accidents, he encountered riders who failed to wear proper gear, failed to negotiate corners or avoid obstacles, and who had over-run their abilities. David knew that skills training could help all riders and believes assisting the MOA Foundation in raising money for skills development grants will help reduce motorcycle accident statistics.

David has served on several non-profit boards and was elected multiple times to chair a large school board. He has volunteered in service of a variety of charities, such as United Way and Habitat for Humanity. David has been riding motorcycles since college, except for a 15-year break while raising his three kids.

Jim Nyffeler

MOA Foundation Director

Email: james.nyffeler@bmwmoaf.org

Jim joined the MOA Foundation board as a director in January 2023 and serves on the Legacy Committee, which is charged with raising funds to support the foundation’s mission. Jim’s interest in volunteering for the Foundation emerged in a conversation with the late Chuck Manley, a former director on both the BMW MOA and the BMW MOA Foundation boards. Inspired by Chuck’s passion, Jim stepped forward as a volunteer.

Jim encourages every rider to seek additional skills development at least annually and is honored to help hundreds of riders develop their skills with help from the Paul Bachorz Individual Training Rebate and the Clark Luster Group Training Grant.

bob cohen

MOA Foundation Director bob.cohen@bmwmoaf.org

An MOA member since 2004, Bob joined the MOA Foundation board as a director in January 2024. After retiring from his career as a veterinarian in early 2021, Bob joined his local MOA charter club and became a MOA Regional Coordinator in February 2022. In October 2023, while attending a Premier Training event in Greer, South Carolina, Bob met several Foundation directors and was inspired to volunteer and get involved with the Foundation’s mission.

Bob lives on the Downeast Coast of Maine with his wife, Bonnie, as well as a couple of four-legged critters. He currently owns a 2024 G310GS, a 2018 R1200GS, a 2000 R1100S, a 1992 R100RS, and is restoring a 1986 R80.

TERRY FOWLER

MOA Foundation Director and Programs Committee Chair terry.fowler@bmwmoaf.org

Terry joined the board of directors in January 2024 after answering a call for volunteers. With decades of experience in financial management and executive operations in the healthcare industry and his passion for riding, Terry embraces the mission of the Foundation to help riders improve their skills no matter what type of riding they enjoy.

Terry bought his first BMW motorcycle in 2011. Currently, he enjoys riding a BMW R1250RT, a Beta 390 RRS, and an Aprilia Tuareg 660. Terry believes everyone should ride within their capabilities and encourages all riders to seek regular professional training to optimize their skills, safety, and enjoyment.

MARC NEVILLE

MOA Foundation Director and LEGACY Committee Chair

marc.neville@bmwmoaf.org

Marc is a financial advisor and is CEO of a financial services corporation he founded in 1998. He has served on multiple non-profit boards with extensive leadership experience in chairing a Rotary Club, Rotary Foundation, Community Literacy Council, and Educational Excellence Foundation of Plymouth-Canton Schools, among others.

Marc enjoys the rally circuit and even met his wife, Jennifer Ott, at The Finger Lakes Rally in Watkins Glen, NY in 2018. Since then, Marc and Jennifer have toured together on motorcycles through the U.S. and Europe.

Marc’s hobbies are playing guitar and composing music, playing golf, and motorcycle riding. He currently owns six BMW motorcycles.

DELIVERING MILES OF SMILES ACROSS THE UNITED STATES

For the past 14 years, our little non-profit has been delivering adventures of a lifetime to riders and driving economic support into the rural communities in the backcountry of America.

BDR routes are more than just a line on a map. Each new route creates new opportunities for riders, small businesses, and the motorcycle industry at large. It’s a win-win for everyone and that’s something we’re pretty proud of.

Learn more about how you can ride BDR, join our mission, and help support rural communities in the backcountry.

Visit: RideBDR.com

Cornering Comfort

By Jon DelVecchio #208163

For many motorcyclists, cornering is the highlight of the ride. It’s the thrill of leaning into a curve and feeling the bike respond to your every movement. But all too often, riders find themselves struggling during those tight turns. Neglected handlebar adjustments, poor foot component set-up, or troublesome navigation device placement can quickly turn an exhilarating twisty road into a challenging ordeal.

The secret to corner mastery isn’t just about motorcycling techniques; it’s about optimizing your bike’s ergonomics to ensure your body moves fluidly with the machine. In this article, we’ll dive into the often-overlooked aspects of cornering ergonomics and how fine-tuning your setup can make every curve feel smoother, more controlled, and ultimately more enjoyable.

Like many, when choosing a motorcycle, I make sure it passes the “fit test.” This quick evaluation includes swinging a leg over the bike, checking the reach to the handlebars, the bend in the legs, and the seat height in relation to the ground.

I’ve occasionally purchased motorcycles without performing the fit test, relying instead on educated guesses informed by experience. While websites like Cycle-Ergo.com and Motonomics.com provide ergonomic measurements by make and model, I’ve yet to meet anyone–including myself–who has actually used them to guide a buying decision.

The reality is that most riders either adapt to a bike’s stock ergonomics or make minor adjustments to better suit their body dimensions. Common tweaks after purchasing a motorcycle include rotating the

handlebars, adjusting hand levers, or selecting from multiple stock seat positions. Upgrading to a different windshield is another popular modification to enhance comfort and fit.

Ergonomic adjustments typically prioritize comfort when the motorcycle is upright, catering to the rider’s most common seating position. In contrast, racingstyle motorcycles often feature less comfortable seating arrangements, as they are designed to optimize the rider’s “hanging off” posture for continuous cornering.

Here are my sport-touring ergonomic recommendations to enhance cornering comfort and control. As with any modifications to a stock motorcycle, consult a qualified mechanic if you’re not confident handling the adjustments yourself.

Front Brake Lever

I’m going to give my best tip first: Make sure your front brake lever is adjusted properly from the factory.

No cornering skill is more important than corner entry related braking. Whether a seasoned trail braking pro or a brand-new rider, slowing into a curve requires fine dexterity and excellent feedback from the lever. Before fully trusting traction, it’s crucial to apply weight to the front tire. As we begin to gently squeeze the brake lever, we should feel an immediate response from the brakes. Don’t rely on the dealership or previous owner to adjust this properly. I’m not referring to the rotating dial that adjusts the finger reach to the lever common on modern motorcycles, but adjusting the lever-to-master cylinder interface.

A few years ago, I bought a motorcycle from another state with 12,000 miles on it without a test ride. It was a popular model, and I was thrilled with my purchase. What immediately surprised me was how far I had to squeeze the brakes before feeling any braking response. I had to pull in the lever halfway before the pads even touched the rotors.

As a big fan of trail braking technique, I hated it. Several friends owned the same model. How could they be hustling through the twisties with such poor brake performance? Either the brake problem could be fixed, or the bike was going bye-bye. It was that bad and the bike practically unrideable.

I brought the bike over to a friend’s house. He had recently rebuilt a motorcycle just like mine. Using his tools, we bled the ABS system, thinking there might be air trapped in the lines. Unfortunately, that didn’t solve the problem.

After scratching our heads for a bit, we disassembled the brake lever and discovered a small set screw designed to activate the master cylinder piston. It had been backed out too far, which caused the excessive lever travel. A few turns inward, and the braking feel was perfect.

At first, I thought this issue was unique to my motorcycle. However, I was surprised to find that several of my friends’ similar models had the same delayed brake lever response. This made me realize that there could be thousands of riders out there dealing with alarmingly poor front brake performance, all due to a manufacturer’s oversight in quality control.

Handlebar Risers

My next recommendation is to consider relocating your handlebars to achieve better upper body control and improve motorcycle suspension performance. This can be done by either replacing the stock handlebars or installing risers of different shapes and sizes to suit your fitment preferences.

Cornering ability improves when the arms remain relaxed with a slight bend. In this position, less weight is placed on the arms, allowing the back and core to take on more of the rider’s support. Handlebar risers can enhance the rider’s posture, which in turn facilitates smoother cornering.

Proper body posture with neutral arm positioning helps reduce fatigue in the arms and back, allowing the rider to stay comfortable for longer periods. Moreover, minimizing vibration transfer through relaxed arms from the steering head to the rider improves both focus and physical performance.

Improper weight distribution can cause the front suspension to compress beyond its optimal limits, negatively impacting the bike’s handling. Stiff arms can restrict handlebar movement, preventing the front wheel from tracking properly. These conditions make steering more difficult and reduce overall chassis stability.

Grip Cushions

While they may look awkward, grip cushions are a simple mod that can provide better brake and throttle control in curves. Grip cushions are sleeves or covers that wrap around your regular handlebar grips. It could be worth giving these a shot.

I’ve used Grip Puppies and Grip Buddies on and off over the years. Like most of their customers, my initial reason for using them was to reduce occasional hand numbness, which can be attributed to excessive vibrations. While I’ve never been able to associate decreased handlebar vibration to either product, they are an awesome cornering secret.

In my experience, regular grips aren’t very grippy. Grip cushions tend to retain a higher level of stickiness. In addition to the tackier material, the thicker grip circumference provides more precise throttle control due to increased surface area in contact with the hand. The added thickness does take a little getting used to, but since these grips are inexpensive and easy to install, they’re worth trying.

Lower Footpegs

Since ground clearance is a cornering concern due to leaning a motorcycle, it may seem odd for me to encourage installing lower aftermarket footpegs. However, that is my next suggestion. While lowering your pegs won’t directly affect cornering skill, it could have a great benefit to typical riders.

Ricky Racer types tend to replace stock footpegs with rear sets, which are mounted higher and more rearward than stock footpegs. Rear sets benefit riders on a sportbike in a track setting in multiple ways, most tangibly by increasing ground clearance at lean. Track day riders get on and off the motorcycle throughout the day while riders like us tend to be on the motorcycle for long stretches between stops.

I bought a Moto Guzzi once that nobody would mistake for a sportbike. It handled well and I couldn’t wait to take it on a full day ride in the mountains of Pennsylvania. By the time I got home that day, my legs were in pain. I’d never experienced leg discomfort like this before. I immediately replaced the stock pegs with a one-inch lower aftermarket set, and my leg pain disappeared. I was then free to concentrate on the road’s twists and turns instead of my discomfort.

If you’re worried about scraping pegs on your Sunday rides, you may be leaning more than necessary. Even with lower footpegs, dragging them on the

ground should be rare for the sport touring rider.

In my book, Cornering Confidence, I promote reducing lean angle through simple body positioning and controlling speed through braking. It’s better to move your upper body inside the turn (i.e., kiss the mirror) to decrease motorcycle lean angle and use trail braking to reduce the cornering forces required to add lean.

Rear Brake Pedal

One mistake that can quickly ruin an approaching curve is locking up the rear wheel upon entry. A simple adjustment that could save you one day is to lower your brake pedal slightly.

While I generally recommend relying on the front brake in the twisties, there are certainly moments when using the rear brake is appropriate. The primary reason for minimizing rear brake use during fast cornering is the suspension’s behavior. As weight shifts forward when entering a curve, the rear tire becomes underloaded and more prone to skidding.

The biggest problem with rear brake use cornering situations is that there is usually zero warning before losing traction after applying too much pedal pressure.

Some motorcycles have adjustable brake pedals to a lower position so that the rider’s foot has to extend more downward at the ankle to press it. Less leverage naturally leads to a more subtle brake application compared to a pedal set at a higher adjustment.

Unable to adjust your brake pedal downward? Be mindful of the rear brake sensitivity entering a corner and be sure to gently release it well before steering into the turn.

GPS Placement

With today’s technology, there’s little reason to be caught off guard by a tight curve. GPS navigation is a crucial tool for cornering confidence, but you need to position the device where it’s easily visible. The next cornering ergonomic tip: mount your GPS in a spot that requires only a quick glance, ideally higher in your line of sight.

Even in the most winding environments, it’s crucial to keep your eyes scanning both the road ahead and your dashboard gauges. Along with navigation, a quality GPS unit will highlight upcoming road contours within the next quarter mile, effectively allowing riders to “see” the future. This is one of the best tools for preparing for a turn.

However, position the GPS so that it’s within your field of view without requiring you to move your head up and down to view it.

One time, during a backroads ride, I placed my GPS in the map pouch of my tank bag. As usual, I would glance at the device every few turns to check what was coming up. However, the extra time it took to move my head up and down caused me to miss a curve. Luckily, the damage was minimal, but it was a valuable lesson that I’m now sharing with you.

Incorporating some or all of these ergonomic adjustments can significantly enhance both your cornering comfort and control. These modifications have made a noticeable difference in my riding experience, and I’m convinced they can do the same for you.

Whether it’s addressing how well your hands interface with the motorcycle, improving braking response, or optimizing GPS placement, these small changes can make a big impact on your cornering success.

The winter months are an excellent time to make some of these adaptations, so by the time spring arrives, you’ll be ready to hit the road and put them to the test.

Sharing your experiences can help other riders improve their setups as well. If you have any cornering comfort tips of your own, consider submitting them in a letter to the editor.

Refining your bike’s ergonomics not only boosts your cornering confidence but also ensures that every ride is more enjoyable, controlled and comfortable.

Jon DelVecchio is a motorcycling coach and author of the book Cornering Confidence. He has also created a companion online course, which is currently offered as a complimentary benefit to members of the BMW MOA.

Support for OVER 4,400 individual training sessions!

back in the saddle again

By Andrew Simonds #234991

While riding on one of the beautiful byways of Vermont on my Suzuki Burgman 650, a BMW Z3 forced me off the road. It came around the corner with all four wheels on the wrong side of the road, the driver apparently distracted by his radio. The Z3 didn’t just go wide, it completely crossed over to the northbound side–MY side.

It was one of those moments when everything seems to slow down and, even though it happened almost 18 years ago, I remember the salient details of how I would respond when he struck me which included a 007-inspired Arabian Flip, so as to roll over the car and land on my feet. I also remember being surprised when I saw his left bumper pass within inches of my left knee while simultaneously enjoying–though very briefly–the elation of not being dead.

While my bike and I came to a sliding stop on the side of the road, the Z3 oversteered and crashed. We both walked away from the trashed vehicles, and as the driver walked over to me, I stood up, looking for things I didn’t really want to see like compound fractures or excessive bleeding. Gratefully, none of those were present in either one of us.

After spewing a string of moderately inventive swear words, I was able see that he was quite emotional. Somehow, I found the wherewithal to generate some reassuring and genuine thoughts that we were alive, everything else was just noise and the optimistic “We’ll get through this.”

The Burgman was totaled and both vehicles had to be towed away. When law enforcement showed up, I told the story as I saw it, and Mr. Z3 concurred with every detail. Ultimately, I needed some shoulder surgery, and I was out of work for six months. While my recovery would prove to be less than 100%, I was finally able to resume work as an airline pilot and begin the emotional process of deciding about my riding future.

On paper and to my friends and family, it seemed a little crazy that a close call like this would even allow psychological space for another motorcycle. In practice, this is exactly what it means to be a motorcyclist. Despite physical and emotional injuries, the inherently ingrained passion for riding remains unscathed and unyielding.

Physical healing notwithstanding, 75% of the path towards a new bike was easy. The insurance made me completely whole and even included the cost of a new ballistic jacket and helmet. Thus, with found money in the bank, I was invested in the joyful pursuit for the next ride. The other 25% was a much tougher nut to crack.

While I enjoyed and still appreciate the Suzuki for what it was at the time, I wanted more out of riding than a maxi scooter could provide. I live on a dirt road and needed more confidence in traction and suspension. I also wanted more options and, truth be told, I simply wanted a BMW. So, about a year after my accident, I traded a credit card swipe for a brand-new F 650 GS with all the trimmings. After a few months of ownership and a few good rides, including some camping, I realized the bike was sitting in the garage much more than it should have been. I walked by it too many times with too many excuses as to why today was a bad day for riding.

Ultimately, in a moment of articulated and painful objectivity, I admitted to myself that I was scared. I was experiencing post-traumatic stress, though not remotely close to what returning veterans or others with indescribable magnitudes of trauma contend with. The physical and mental scars from that day stole a piece of me that I wanted back.

At the time, I flew with other pilots who were also experienced motorcyclists. When I asked each of them how we, as relatively realistic, practiced and cautious decision makers, could intentionally and enthusiastically take on a craft that was fraught with risk, nobody could come up with an answer that didn’t end with “because it’s fun.” In short, there was no concrete rationale that balanced the danger. The “fun” was the driver that outweighed all factors in the calculus.

Prior to being run off the road, that was enough for me. Since the crash, it was not. After only a couple of thousand miles on the F 650, I sold it–but wait, there’s more. Since the motorcycle DNA could not be removed with a simple transaction, I looked for another way to scratch the itch.

When Piaggio first introduced the MP3 scooter to the U.S. market, I thought this new tilting technology might just compensate for my anxiety. There was, in fact, less

fear as I climbed on to this three-wheeled, two-in-thefront bike. Ultimately, it was not right for me because it was a completely different and unsatisfying riding experience, so I sold it. Then came the Urals. Two different models. Ditto on the experience. Ditto on the sales. It finally became obvious that there were two indelible, palpable and parallel opposing forces that a bike purchase would never erase, my love and my fear of motorcycles.

Now 18 years distant from the crash, I’m also 18 years older, retired but still encumbered with these two contradictory emotions. I refused to accept that there wasn’t a way to resolve or at least reside with the fear while reclaiming my ride. To understand more, I watched many YouTube videos from popular riders and coaches, enrolled in online courses to refresh myself on the physics and skills of the sport and started researching bikes that might fit into my life. My riding interests have shifted away from long distance/dual sport/camping to just getting back on the road. After scouting around, talking to many people and reading everything that seemed appropriate for someone of my age and abilities, I purchased a BMW C 400 GT scooter. It was big enough to take me around town, get out of its own way and even take me across a few states. It also satisfied the prerequisites of having ABS and traction control. I was acquainted with the CVT and considered this to be an additional advantage.

I rode the bike 80 miles home after the purchase and felt like I was back in the game. Mostly. That fear was still sitting squarely on my shoulder. I knew from experience that this would eventually put undue pressure on my riding and its associated enjoyment. This was unacceptable. More importantly, it was unsafe. Enter the BMW MOA.

I was previously an MOA member when I owned the thumper and was lucky enough to have met some great folks. So I rejoined and read everything that was available and related to my goals. Specifically, I was dramatically drawn to “The Ride Inside” because that is exactly where the bad man lived. If I was going to get the ride back, I needed to take the stink out of the skunk. I believed that Dr. Mark Barnes was the perfect strategist; the custom-made combination of rider and resource who could support and, most importantly, help me navigate the intersection of fear and fun. We started trading emails and, because I didn’t want to

take advantage of his profession as a psychologist, I treaded slowly and respectfully while trying to determine if he, as a fellow motorcyclist, would be interested in hearing my story and perhaps, would be willing to provide some insight into additional steps that might lead to relief from this long standing and weighty issue.

From the first email, the fog was lifting, and I started to see a path forward. After each step, the visibility increased, and night was turning into day. I could go on with the metaphors but it was easy to see that things were happening. Mark would say that he did not provide the answers but, rather, supplied directions and perspective. I would agree, insomuch as the real answers had to come from my own “Ride Inside.” If they were to be of consequential and permanent value, they had to be born with my own DNA. I was not looking for a lifeline from somebody else. I needed to find my own air and water.

The process is ongoing but there are a couple of things to which I can point and claim as cornerstones of my recovery. Yes, recovery. The first thing, and what Mark might say is the most pivotal aspect, is my willingness to be open to healing. I was more than ready. More specifically, I was ready to do the work that is always associated with recovery.

With that mindset, I took Mark’s advice and enrolled in Yamaha Champ School’s Champion Habits: The Core Curriculum. After I completed that course, I took the next (obvious) course, Traffic Survival. This was all online and paid for by the BMW MOA Foundation. Talk about a win-win!

To be direct, no matter how long you’ve been riding, without these courses, you will not be as safe as you could be. Even one nugget mined from the mountain of information could make the difference. Additionally, while motorcycle training is the obvious and primary intent of Champ U, the concepts and headwork made many aspects of my life better, more efficient, more joyful and, of course, safer. Because spring was in the Green Mountain air, I was able to immediately start practicing what they preached. I got on the bike as often as possible to reinforce what I learned online. Of course, practice is imperative, but it also became more fun. I had no idea. To this day, every ride has elements of those lessons.

I would be woefully remiss if I didn’t publicly thank

Nick Ienatsch and Chris Peris, the two lead instructors for the course. After 32 years as an airline pilot, I became familiar with and sensitive to quality technical training. There is an art to explaining the subjective. There is a feel for knowing what the student needs to hear and understand. There is a gift that provides the skills for effectively transferring knowledge from teacher to student. These two men, along with a dedicated team of instructors, have it all. They’ve clearly made an overwhelming commitment to make us all better riders. The Champ U platform, with finely produced videos, is well refined and supplies great visual demonstrations. No cartoons, no lectures, no fluff. You walk (or ride) away with a whole new set of tools that will make you a better rider. Immediately. Yes, I’m back in the saddle. I can’t say that the fear is gone but, as a police officer who was in charge of the city’s SWAT team once told me: “If ya ain’t tight, ya ain’t right.” While too much fear can be debilitating, a little fear is good and excites the brain enough to be alert and ready to react. Skill replaces fear because proficiency and fun are tied at the hip. And, yes, the fun is back.

Thanks to the BMW MOA and the MOA Foundation, Champ U and, most especially, Dr. Mark Barnes, for helping me understand the ride inside that opened up the road ahead.

Andy has been riding motorcycles, on and off, for about 40 years. His first bike was a reliable Honda CB 360 (much more reliable than the rider). Life took a few turns and motorcycles took a back seat to flying airplanes which led to a 32 year career as an airline pilot. With increased focus in technical training/education and after taking the BRC, he wanted to find ways to combine the two and make riding safer than walking. (No reason not to set the bar high.) He is currently pursuing paths to share the concept that practice and education are endless pursuits that provide expansive and unlimited enjoyment of the sport. When not on his BMW (and seasonally appropriate), he can be found sailing in Maine.

$ 10,860 in online learning benefits!

training after a medical setback

By Kandi Spangler #220021

A couple of months ago, I traded the handlebars of my motorcycle for a less thrilling shoulder sling. I knew I had a problem earlier in the year when I couldn’t do simple tasks with my right arm, but by August I learned that I had a rotator cuff tear that would require surgery. Naturally, I opted to have the surgery in October so it wouldn’t mess up my riding season. Now I find myself in the humbling and grueling process of recovery. For someone who’s ridden motorcycles all over the world and tackled steep terrain and untamed trails, being forbidden from even throwing my leg over a bike feels like a punishment.

During the last few months, I’ve had a lot of time to think about friends and family who have gone through similar recoveries. In fact, now that I’m squarely in the midst of my own medical setback, it seems like everyone is going under the knife, and as much as I hate to hear it, there’s certainly comfort in knowing I’m not alone.

This article isn’t just about my journey back to riding; it’s about anyone out there who’s navigating their own road to recovery. Whether you’re healing from surgery, coping with limited mobility, or struggling to reclaim something you once loved, I want you to know this: the road ahead may be tough, but it’s worth every step.

The Pain of Starting Over

When you’re sidelined by an injury, it feels like everything you’ve built has been taken away in an instant. For me, the worst part hasn’t just been the physical limitations, but the mental battle. Knowing that riding again could risk re-tearing my tendon, I’ve had to accept strict limitations. I can’t hop on a bike, twist the throttle, or feel the thrill of conquering technical terrain–not yet anyway. Patience is not my strong suit. For others, the challenges might look different. Maybe it’s struggling to mount your bike, turn the handlebars, or perhaps you suffer from back pain. Whatever the challenge, it’s easy to feel stuck in the gap between where you are now and where you want to be.

That gap can feel enormous. My arm, once strong enough to handle the demands of advanced off-road motorcycling which often meant picking-up a

600-pound motorcycle, now struggles with basic movements. For weeks now, I haven’t been able to use my arm and muscle atrophy has set in. I can’t even lift my arm higher than my belly. It’s humbling. It’s frustrating. It’s a constant reminder of how far I have to go before I’ll ever be able to ride again.

Reclaiming Your Passion through Practice and Formal Training

Recovery isn’t a straight line–it’s a series of small victories that add up over time. For me, the plan to get back to motorcycling is simple, but not easy. It starts with following my physical therapist’s directions to the letter. Every stretch, every rep, every small gain in strength is part of the process. I’ve also learned I can’t simply “work harder” to recover sooner; I have to give my body time to heal before I rebuild the muscle. This is why it’s so critical that I head in my therapist’s direction.

When my tendon is healed enough to start bearing weight, I’ll begin the slow process of rebuilding the muscle that’s been lost so not to overburden the tendon before it has fully healed. Over time, several months in fact, I will eventually gain full strength back in my arm. But this isn’t just about getting back on the bike; it’s about preparing my whole body for the demands of riding.

My first goal is to get back in the saddle by March for what my therapist refers to as “riding like a normal person,” knowing full well that I won’t be ready to ride off-road for a while longer. I know my first rides will feel awkward, even discouraging. The skills I spent years honing will have dulled during this time away. Motorcycle riding, like so many physical activities, is a perishable skill.

Just as I did before when I started training for the GS Trophy Qualifier in 2019, I can relearn, refine and get the skills back that ultimately earned me a spot on the U.S. Women’s Team. Just as I did then, I’ll start small with slow-speed maneuvers, focusing on control and balance. Then I’ll work up to tight maneuvers and reversals. Once I feel it’s safe for me to start pushing myself harder, I’ll also take advanced classes again–like those offered by the BMW Performance Center–retraining my body and mind for the technical off-road riding I love.

The Challenges We All Face

If you’re reading this and facing your own recovery or medical setback, you know the doubts that creep in. Can I ever get back to where I was? What if I fail? What if my body just won’t cooperate?

I’ve wrestled with those same thoughts. On the hardest days, it feels like the odds are stacked against me. But here’s what I’ve come to believe: Setbacks don’t define us; how we respond to them does.

The road ahead won’t be easy. Recovery often feels like two steps forward, one step back. But every small gain–every moment when you push through pain, disappointment, fear, or frustration–is a step toward reclaiming your life.

Finding Strength in the Struggle

For those who feel stuck right now, take heart. Recovery isn’t just about getting back to where you were; it’s about discovering a new kind of strength. You’ve already shown resilience by enduring what you’re going through. That’s the strength that will carry you forward, even on the days when progress feels impossible.

If there’s one thing I’ve learned from adventure motorcycling, it’s that obstacles are just part of the journey. Whether it’s a fallen tree in the middle of a trail or a setback in recovery, you can find a way over, through or around. It might not be fast, and it might not be pretty, but every obstacle you overcome makes you stronger.

Eyes on the Horizon

As a rider coach, one of the most common phrases I tell my students is “head and eyes up!” There’s no exception here. Right now, I’m focused on March–the month I hope to ride again. Then I’ll refocus on continued strength training which will allow me to go off road again. I don’t know exactly what my first big ride will look like once I’m fully recovered. Maybe it’ll be one of Colorado’s many epic rides here in my back yard, or maybe I’ll head back to one of the epic locations I’ve ridden in the past. What I do know is that it’ll be hard-earned and deeply satisfying.

Recovery isn’t just about healing my body; it’s about rediscovering my passion and proving to myself that setbacks don’t define me. This isn’t just a story about getting back on the bike. It’s a story about resilience, determination and the refusal to let go of what makes me feel alive.

For anyone on a similar path as mine, I hope this resonates. Recovery might feel like the longest road you’ve ever ridden, but there’s light at the end. One

day, you’ll look back and see how far you’ve come, and that journey will be worth every struggle.

One of my favorite quotes is by T.S. Eliot: “Only those who dare to go too far can possibly know how far they can go.” I truly believe we’re all capable of more than we think. Keep moving forward, keep fighting and keep your eyes on the horizon. The destination may look a little different than it did before, but the payoff will be well worth the effort.

Kandi Spangler is an MSF RiderCoach and two-time GS Trophy finalist, having won a spot on the U.S. Women’s Team in 2019 and 2021. She has ridden and competed on an F 700 GS, an F 850 GS, and an R 1200 GS. She now rides an R 1250 GS at competition level. Kandi currently helps riders reach and exceed their riding goals through training, education, and speaking events. To learn more, visit motoikandi.com.

another kind of FEAR

By Mark Barnes, PhD #222400

Motorcyclists often worry about crashing on public roads or out in the wilderness, incurring damage to their bikes and bodies (or worse). Given the high stakes involved and the reality of a rider’s vulnerability to threats posed by car traffic, rugged terrain, wildlife and other unpredictable hazards, this is a thoroughly reasonable concern. It’s seriously problematic for a motorcyclist to lack such apprehension. Some anxiety is good, serving as motivation to stay vigilant, maintain skills and wear protective gear. Of course, one can have “too much of a good thing” and end up distracted by perpetual terror, perhaps including far-fetched scenarios. This kind of anxiety, with its intrusive parade of catastrophic fantasies, actually contributes to the likelihood of a mishap. In such cases, fear changes from being an asset to a liability. Another kind of fear is never an asset and always a liability.

Instead of losing an arm or a leg, this second type of fear is about losing face. This is the fear that keeps many motorcyclists from getting involved in rider training. It’s apprehension about dropping your bike during low-speed parking lot drills in front of your classmates. It’s the worry you’ll have the slowest lap times at a school that uses a track to teach all skill levels. It can even be the trepidation that some of your cherished beliefs and entrenched practices may be challenged; then you’d have to choose between accepting you were wrong (and taking on the hard work of changing a habit) or defiantly clinging to your old stance (now with the addition of nagging doubts – what if that expert really does know best?). Because these fears prevent riders from pursuing education, they represent a potentially deadly threat. Instead of posing a specific, transient situational danger, like an oncoming car turning left at intersection X, ignorance and lack of practice decrease safety in a global, continuous way across all circumstances and timeframes.

Notice I said ignorance, not stupidity. This is a crucial distinction. Whereas the latter implies some defect in one’s intelligence, the former carries no such derogatory connotation. Ignorance is simply an absence of knowledge. We’re all ignorant of unimaginably vast swaths of information. Everyone begins their tenure as

a motorcyclist ignorant of countless aspects of handling a bike, from basic operation of its controls to its fundamental maintenance, and especially making it go, stop and turn according to our intentions and in strategic response to ever-changing circumstances. Even the most advanced rider stands forever at the frontier of the as-yet-unknown and unmastered, with constant practice required to retain hard-earned skills. Sure, an elite racer won’t forget which lever works the clutch and which the front brake, but without regular exercise of the neural pathways and musculature involved, reflexes and coordination decay with shocking rapidity and competence decreases apace. Sorry to be the bearer of bad news, but entropy is absolutely relentless.

There’s always more to learn. Always. Do you honestly believe you know everything already? Can you really have too much expertise as a rider? Given that every ride involves the chance of encountering some new challenge, there’s an ever-present risk of being unprepared. The better our understanding, the fewer surprises we’ll have to contend with, and the larger our repertoire of possible responses will be. Who wouldn’t want more resources for coping with problems, some of which could have grave (pun intended) consequences? If this question were to be answered on the basis of pure logic, the response would be straightforward and obvious: “Nobody.” Ah, but human beings are not very rational decision-makers. There’s always a substantial emotional element in every one of our choices. And one of the most influential emotional dynamics is our powerful need to defend and bolster self-regard. Our pride can easily override other considerations, and it can do so with impressive stealth. Few people realize the extent to which it distorts their perception and reasoning, although they may readily recognize it in someone else. Instead of asking, “Who wouldn’t want more resources?” the question becomes, “Who would want to acknowledge their limitations and flaws and then expend effort to address them?” Now, the answer might still be “nobody,” but this turns the picture upside down.

Humility may seem a virtue, depending on your view of the social contract. Some see it as an admirable trait

and evidence of character strength – an ego flexible and resilient enough to tolerate admissions of shortcomings, regrets, guilt and shame without collapse or defensiveness. Others consider humility a dangerous weakness and a vulnerability to be avoided at all cost, as it undermines confidence, certainty and dominance, and voluntarily opens up a line of attack for adversaries to exploit. A person’s position on humility depends on their personality, history and relational surroundings, but there’s no argument against the absolute necessity of humility in the learning process. Without acknowledging ignorance, there is neither the motivation nor the opportunity to acquire knowledge. All learning invariably involves making mistakes and modifying one’s understanding and actions to improve accuracy and performance going forward. This is inherently humbling. Paradoxically, those who cannot stand to be humbled – revealed to themselves, and perhaps others, as ignorant – are doomed to remain ignorant and fail unnecessarily in many situations. Ignorance can be a normal, temporary state, replaced by genuine expertise, but insisting it doesn’t exist makes it permanent. As the famous psychoanalyst Carl Jung said, “That which we resist persists.”

Fortunately, the flip side is that acceptance opens the way for change. You don’t have to be a psychoanalyst to recognize that admitting a problem is the first step in solving it. Soichiro Honda, indisputably a towering figure in modern industry, attributed his company’s successes to the willingness to make mistakes – and to go even further, embracing mistakemaking as the foundation of all achievement. We learn at least as much from our failures as we do from our successes, and Honda considered his empire’s ascendance a function of having made more mistakes than his competitors. It’s also possible to make endlessly repetitive errors and learn absolutely nothing, with that all-too-human need to preserve self-regard running interference. We can insist the world was wrong or unfair or unappreciative of our genius – anything other than accepting we were ignorant and need to change our approach if we’re to improve the outcome.

I won’t belabor this point anymore. I trust you can see the fear of rider training is better understood as the fear of shame – the shame of being revealed as ignorant and therefore unskilled (here, I’m including the ignorance of untrained reflexes, coordination and muscle memory). You might as well be ashamed of needing air to breathe since ignorance is a universal feature of the human condition. All motorcyclists are positioned somewhere on the ladder of learning, with mastery beyond that of riders further down and inferior to those higher up. But everyone was at some point perched on each rung beneath them; nobody starts at the top or gets to skip steps. Even the sagest instructors were once where each one of their students is today. They had to grapple with the very same difficulties because no one is born knowing how to ride well. Whatever capabilities an advanced rider may possess had to be learned and developed. Certainly, some people are naturally endowed with sharper powers of observation, superior athleticism, and quicker mental processing, making some aspects of the learning process easier for them. However, such folks still had to make a multitude of mistakes in order to hone their skills, and a lack of humility would have greatly impeded their progress.

One trick that can be helpful in dealing with resistance to the humility required for learning is to redefine the bases for shame and pride. Rather than ascribing shame to failure, a more enlightened perspective appreciates failures as essential precursors to success and, therefore, a source of pride. Shame is instead attached to avoiding such necessary experiences, thereby ensuring Failure on a much larger scale. Taking mistakes in stride, embracing this aspect of the

learning process like old man Honda can be viewed as both a reflection of strength and the source of even greater power. Fleeing from mistakes, by refusing to either make or recognize them, can be reconsidered as a kind of cowardice and the cause of lasting weakness. This reversal of perspective is better aligned with reality and more conducive to growth. We can empathize with those who are reluctant to risk losing face; it’s not pleasant and many people have been conditioned to equate it with terrible dangers. But that doesn’t change the fact such an approach to rider training, and life in general, creates other dangers, too. In some instances, ignorance may indeed be bliss, but in the long run it’s much more likely to yield incompetence and disaster, which are far more humiliating than revealing one’s status as merely human.

I’ve attended a dozen or so riding schools, including some held at racetracks, some conducted on public roads, and some confined to range drills in a parking lot. At every one of these events, trainees (including me) dropped bikes, slid off the pavement, and required an instructor’s special attention to remedy a problem. I have never once witnessed any derision or shunning by classmates in response – quite the contrary. Any struggling student typically receives an outpouring of support from their peers, whether in the form of commiseration (“I had/have that exact same difficulty!”), sharing what they found useful (“Try a little lighter braking a bit earlier – that really helped my corner entry smoothness.”), or a big round of cheering applause when the student eventually aces the lesson. Remember, the training group is comprised of other people with a vested interest in making the setting emotionally safe for everyone. Nobody wants to be shamed, and if they’ve come to the school, they’ve already recognized the need to learn and presumably the role of mistake-making toward that end. If one student were to try to bolster their self-regard at the expense of another, the group is virtually certain to reject such behavior with vigor, and any instructor worth their salt will put an end to it immediately and decisively. I’m sure there must be lousy riding schools and inept instructors out there, and the environment at a track day sans instruction may not feature as much generosity, but reputable training organizations will be extremely attentive to this dimension.

I’ve saved the best for last. Not only do decreased ignorance and increased competence improve safety, they enhance enjoyment as well. Even if we never encounter a challenging hazard (we’ve got better odds of winning the lottery!), every minute we spend on two wheels will be more fun. It’s indescribably exhilarating

to have a motorcycle do just what we want it to, especially when that happens with minimal thought or effort. If we were worried about our status in a riding school with a bunch of strangers, we probably fret about keeping up with our familiar riding buddies on a regular basis. Becoming smoother, anticipating the need for certain maneuvers earlier, getting comfortable braking harder, leaning further, and getting back on the gas sooner will make being last to the lunch stop a thing of the past. Not that riding has to be a competition, but it’s definitely better to feel part of the pack, rather than left behind. Finally, mastery is rewarding in itself. It’s one of the central pillars of healthy self-regard – setting goals and achieving them with diligent effort. We relish the resulting sense of control and efficacy, and take pride in genuine accomplishment, as opposed to pretending we’re more capable than we really are. Ironically, posing sets us up for the worst version of losing face: being revealed as a fraud. Then, not only is our incompetence on full display, but our insecuritydriven deceit (and conceit) shows, too. Now that’s em-bare-ass-ing! Let’s replace our fear of rider training with FOMO, the Fear Of Missing Out on all the pleasures of riding better.

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.

$ 867,773 spent on rider safety, education and training...

Welcome our newest MOA members

ALABAMA

Kenneth Bell Orange Beach, AL

Jaime Thompson Mobile, AL

Kat Hilt Huntsville, AL

ALASKA

Samuel Cunard Anchorage, AK

Greg Wyatt Anchorage, AK

ARIZONA

Franklin Lloyd Flagstaff, AZ

James Ohnstad Arizona City, AZ

Scott Rinkenberger Chandler, AZ

Melissa Silva Saint David, AZ

Don Schultz Oro Valley, AZ

Steve Heywood Waddell, AZ

Robert Parrish Flagstaff, AZ

CALIFORNIA

Shannon Norrell Mission Viejo, CA

Richard Gunvalsen San Leandro, CA

Rocky Kobotsky San Jose, CA

Mark Mitchell Oceanside, CA

William Hilow Pacifica, CA

Don Reed Hayward, CA

Dave Searle Laguna Beach, CA

Arnaud Lecamus San rafael, CA

Michael Williams San Pedro, CA

Brian Tucker Healdsburg, CA

Paul McKenzie San Francisco, CA

Jesse Ross Temecula, CA

Dan Walling Sacramento, CA

COLORADO

Tom Lai Boulder, CO

Nick Bruch Sedalia, CO

Spencer Pitman Denver, CO

CONNECTICUT

Christian Feuer Bridgewater, CT

Ori Bukai New Canaan, CT

Michael Riley Woodstock, CT

James Monaco Trumbull, CT

Richard Sherman Lebanon, CT

DELEWARE

Warren Brownell New Castle, DE

Christopher McPartland New Castle, DE

Priya Bharath Yadlapalli New Castle, DE

FLORIDA

Martin Naylor North Redington Beach, FL

Spencer Fegley Eastpoint, FL

Tim Wefler Clearwater, FL

Chris Stewart Panama City, FL

Duane Lanning Sebastian, FL

John Tesmer Valrico, FL

Danny Fletcher Hawthorne, FL

Mark Bobango Cocoa, FL

Brandon Underhill Branford, FL

Marco Coppola Libetta West Palm Beach, FL

GEORGIA

Les Atkins Conyers, GA

Matthew Payne Conyers, GA

Kyle Epps Sugar Hill, GA

Ketan Parekh Duluth, GA

ILLINOIS

Robert Levy Chicago, IL

Louis Brandt Chicago, IL

Mark Weeg McHenry, IL

James Jones Elgin, IL

Warren Heydorn Lake Forest, IL

Jorge Castro-Sandoval Rockford, IL

Wiktor Orlowski Algonquin, IL

Edward Parolek Sugar Grove, IL

Danilo Zorrilla Elk Grove Village, IL

Brandon McDonough Chicago, IL

Tomas Cerny Aurora, IL

Cyril Friend Riverside, IL

John Lee Aurora, IL

Robert Janda Batavia, IL

Kadir Ergul Evanston, IL

Shawn Adams Chicago, IL

Rafael Linares Palatine, IL

Francesco Di Paolo Elgin, IL

INDIANA

Brett Thomas Carmel, IN

Aaron Snyder Fishers, IN

Rick Gorbics Shipshewana, IN

Brian Mcpheron Brownsburg, IN

Duane Jansen Michigan City, IN

Brad Born Avon, IN

IOWA

John Witter Davenport, IA

KENTUCKY

Charles Mahon Highland Heights, KY

Christopher Wicker Mount Vernon, KY

Dave Rupp Louisville, KY

LOUISIANA

Joseph LaCorte Lockport, LA

MAINE

Mark Jackson Scarborough, ME

Brian Cohen Kennebunk, ME

MARYLAND

Dan Kenney Mechanicsville, MD

Ashley Spooner Annapolis, MD

Montayo Bess Silver Spring, MD

Eric Vtermahlen Westminster, MD

MASSACHUSETTS

Robert Roy Rehoboth, MA

MICHIGAN

Erron Raifsnider Milford, MI

Kurt Wangbichler Flushing, MI

Gaylord Miller Portland, MI

Bruce Garretson Birmingham, MI

MINNESOTA

Donald Averbeck Hugo, MN

William Gaida Golden Valley, MN

MISSISSIPPI

Neal Milligan Ridgeland, MS

MISSOURI

Tianzhuang Xiong Saint Louis, MO

NEVADA

James Sadilek Carson City, NV

NEW HAMPSHIRE

Jeff Santerre Northfield, NH

John Solomon Alton, NH

NEW JERSEY

Robert Smith Morris Plains, NJ

Bruce Kristiansen Sussex, NJ

Vijay Murty Robbinsville, NJ

Fernando Sacramento Kearny, NJ

Richard Arbas Guttenberg, NJ

“Ever since I bought my RT, I always wanted to join MOA club and be part of it and enjoy and gain experiences from other riders. Always passionate to go new places and explore the food and culture. Just came back from Wyoming, rode 850 miles in a day without any hassle. Really loving my motorcycle – it has so many options and is really comfortable.

The motorcycle is designed in such a way that we can go from coast-coast easily.”

– Shravan Paulu #238305

“I discovered Barber Vintage Fest in 2023 because BMW Motorrad Days was going to be held there. I enjoyed the event so much I went back in 2024 where I met MOA Ambassador Reece Mullins who promptly hit me up for a membership. I have been riding since I was 7 years old, starting out on dirt bikes in the hills of western Pennsylvania. I have enjoyed the journey of riding many different motorcycles over the years. I’m on my second BMW, a 2018 R1200 GSA which has been the best all around bike I have ever owned. I’m looking forward to my first MOA rally in 2025.”

– Brent Hetrick #239325

NEW YORK

Edouard Beker Brooklyn, NY

Ben Frevert Canandaigua, NY

Harsha Vardhan Staten Island, NY

Kishore Iyer Chappaqua, NY

Curtis Cregan Putnam Valley, NY

NORTH CAROLINA

Christopher Carver Mocksville, NC

Billy Batten Wilmington, NC

Simon Dandy Greensboro, NC

Stuart Noorily Asheville, NC

Pat Belanger Wilkesboro, NC

Rogelio Sullivan Raleigh, NC

Carleen Dixon Brevard, NC

Jim Hoyle Greensboro, NC

Andrew Miller Hillsborough, NC

William Ron VanSickle Hampstead, NC

Steven Rakes Raleigh, NC

NORTH DAKOTA

Thomas Smith Minot, ND

OHIO

Richard Neiden Brecksville, OH

Gregory Billhardt Bellbrook, OH

Jamison Erwine Galena, OH

Phillip Smith Brooklyn, OH

OKLAHOMA

John Hudson Oklahoma City, OK

OREGON

Jim Bruce Beaverton, OR

Trevor Brown Springfield, OR

PENNSYLVANIA

Andrew Terrell Lancaster, PA

Lydia Kutzler Robesonia, PA

“As a long time motorcycle rider, I’m a fan of what the BMW MOA is doing. I enjoy listening to the different MOA podcasts and wanted to support them. I really enjoy listening to Chasing the Horizons, 200 Miles Before Breakfast, and of course The Ride Inside. More importantly, the BMW MOA’s support for the Motorcycle Relief Project is ultimately the reason for me joining. That is a cause that is worthwhile and doing great things. Thanks and see you out on the road.“

– Joseph Leondike #239407

Andrew Barnette Greensburg, PA

Jason Shirdon Littlestown, PA

Brian King Littlestown, PA

Lex Schul Camp Hill, PA

Alan Rehm Harrisburg, PA

Ray Parker New Hope, PA

Patrick Huff Langhorne, PA

John Anderson Nazareth, PA

RHODE ISLAND

Terry Sullivan Cranston, RI

SOUTH CAROLINA

Rodney Cooper Greenwood, SC

Michael Nichols Hilton Head Island, SC

Vincent Barnhill Greer, SC

SOUTH DAKOTA

Patrick Hemen Huron, SD

Michael Johnson Sioux Falls, SD

TENNESSEE

Dan Tamburich Chattanooga, TN

Joseph Smith Goodlettsville, TN

Nelson Fernandez Elizabethton, TN

Barry Sergeant Tullahoma, TN

Hans Gulati Collierville, TN

Mike Ward Paris, TN

Les Bishop Bartlett, TN

TEXAS

Smithy Smith Austin, TX

Christopher Vanhorn McKinney, TX

Scott Walters Magnolia, TX

Michael Lance Frisco, TX

James Buchanan Round Rock, TX

Robert E Smith Haslet, TX

Michael Griswold Houston, TX

Kevin Belter Boerne, TX

Lowell Berry Boerne, TX

Joshua Brown San Antonio, TX

Josh Buck San Antonio, TX

Harry Burney San Antonio, TX

Adolfo Bustamante Helotes, TX

Dan Clark San Antonio, TX

William Collins San Antonio, TX

David Crockett San Antonio, TX

Bernard Duco Boerne, TX

Joseph Ferry Comfort, TX

“I am a mom of two teens, a poet, and a military veteran currently working as an independent consultant in the health care field.

I have been riding motorcycles for over a decade and until recently mostly preferred to ride on the back of my husband’s R1200R. We do a lot of long weekends moto-camping in the Blue Ridge Mountains of North Carolina and Virginia, and we try to take at least one long trip a year. Some of our favorite adventures have taken us from our home base in Louisville, Kentucky, to New Mexico, Michigan, and Canada.

After years of enjoying the passenger perspective, I decided it was time to take the controls myself and chose a Moto Guzzi V7 as my first bike. A couple of riding highlights this year were attending our first-ever MOA Getaway at Breaks Interstate Park and riding to the BMW Motorrad Days event at Barber Motorsports Park.

I am excited to be a new member of BMW MOA, and I look forward to attending more MOA events!

– Jessica Farquhar #239274

Jimmy Garrison Boerne, TX

Timothy Kelley Cibolo, TX

Tarunjeet Klair San Antonio, TX

Randall Link La Vernia, TX

Allan Loose San Antonio, TX

Walt Mood San Antonio, TX

Jesse Porter Austin, TX

Jeremy Pratt Boerne, TX

Scott Rote San Antonio, TX

Raul Villarreal Laredo, TX

Rodney Watts San Antonio, TX

Frederick (Rick) Wehe San Antonio, TX

Julian Phillips Austin, TX

VIRGINIA

Brian Wilson Stafford, VA

John Graham Fredericksburg, VA

Andrew McBrearty Gainesville, VA

Steven Schieller Stafford, VA

Vince McCaffrey Richmond, VA

Howard Shaw Spotsylvania, VA

WASHINGTON

Fred Leason Bellingham, WA

Nicholas Alexander Ridgefield, WA

Chris Bachman Spokane, WA

Jaroslaw Gorski Seattle, WA

Paul Gallagher Burlington, WA

Panagiotis Biros Bothell, WA

Ryan Mclean Kirkland, WA

Joon Kae Seattle, WA

JP Minoprio Seattle, WA

WEST VIRGINIA

Johnnie Walter Berkeley Springs, WV

WISCONSIN

James Oehmcke Oconomowoc, WI

John Mayo Marshall, WI

Paul Wittkamp Middleton, WI

WYOMING

Michael Gear Cody, WY

James Milne Mills, WY

CANADA

Sean Nakoneczny Ridgeways, Ontario

Bruce Brown London, Ontario

UNITED KINGDOM

Andrew Prinsloo St Austell, Cornwall

Bob Morton Freckleton, Lancashire

WEST ASIA

Hani Shamrani Riyadh, Saudi Arabia

“Nearly a month ago, I got my motorcycle license and started my riding journey with my red BMW G 310 R. It’s been an incredible learning experience so far—practicing figure eights, turns, and U-turns in nearby parking lots has become part of my routine. I also joined the Women’s Moto project, where I get to practice monthly with experienced instructors and fellow riders. This December, I’m looking forward to participating in my first motorcycle rodeo. It’s an event designed by women, but open to everyone, so even as a newbie, I’m focused on practicing to be my best for the challenge. What I love most about riding is the sense of freedom and adventure. In a few months, I plan to upgrade to an adventure bike, like the 750 GS, which will open up more possibilities. I can’t wait to explore those cool, off-the-beaten-path places you can’t reach by car or on foot.”

– Kat Janowicz #238894

“I joined the BMW MOA to meet and learn from other GS riders. I’m new to BMW and ADV

in general having come from riding 80’s Japanese bikes. My riding has changed to wanting to do more touring and off-pavement riding. I live in a rural community where half of the roads are a mix of gravel, dirty, or something in between.”

– Duarte Da Silva #238108

“I joined the BMW MOA to connect with other riders about good roads and journeys they have been on. I enjoy exploring great roads and riding places all over the world. I live in NC during the summer and can be found on the BRP between mm 400 and 469 most days of the week.”

– Frank Parsons #238123

“We ride a 2012 1200 GSA with DMC sidecar. The bike has 160,000 kms(100,000 miles) 80% of which had the hack attached to it. I don’t baby the unit, we pretty much beat the crap out of it and it has never given us an once of grief except rear tires.

We live on the north shore of Lake Superior in Ontario, Canada. We heard about the MOA when a group of BMWs came through on their way to Oregon this year. I found it interesting so I did some research and here we are. We are registered to attend the gathering in 2025. Say hi, can’t miss us and Yakira is a large dog and extremely friendly, don’t let the googles intimidate you. See you in June!”

– Daniel Major #239243

WHEN & WHERE

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

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

2/7/2025 - 2/9/2025

MOA PREMIER TRAINING WITH RYAN AUSTIN Long Beach, California membership@bmwmoa.org

2/21/2025 - 2/22/2025 CAMPOUT AT PLASKETT CREEK Big Sur, California tourcaptain@bmwnorcal.org

3/26/2025 - 3/29/2025

MOA PREMIER TRAINING AT THE BMW PERFORMANCE CENTER

Greer, South Carolina membership@bmwmoa.org

3/27/2025 - 3/30/2025

CAMPOUT AT DEATH VALLEY

Furnace Creek, Death Valley National Park, California tourcaptain@bmwnorcal.org

4/4/2025 - 4/6/2025

HILL COUNTRY HANGOUT Kerrville, Texas makowski.michael@gmail.com

4/16/2025 - 4/17/2025

MOA PREMIER TRAINING AT THE BMW PERFORMANCE

CENTER

Greer, South Carolina membership@bmwmoa.org

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 BREAKS 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

5/12/2025 - 5/13/2025

MOA PREMIER TRAINING AT THE BMW PERFORMANCE CENTER

Greer, South Carolina membership@bmwmoa.org

5/15/2025 - 5/18/2025

26TH ANNUAL EUROPEAN RIDERS RALLY Burkesville, Kentucky ridersrally@bmwmcon.org

5/16/2025 - 5/18/2025

MOA GETAWAY AT BUCKHORN LAKE Buckhorn, Kentucky fred@rides4funseries.com

5/17/2025 - 5/18/2025 NEW SWEDEN 450 Burnt Cabins, Pennsylvania pjliskojr@gmail.com

5/30/2025 - 6/1/2025

48TH ANNUAL HIAWATHA RALLY

Houston, Minnesota hiawatharally@gmail.com

6/6/2025 - 6/8/2025 MOTOMO RALLY Crane, Missouri kronie12@gmail.com

7/24/2025 - 7/27/2025

TOP O’ THE ROCKIES RALLY Paonia, Colorado topotherockies@bmwmcc.org

8/15/2025 - 8/17/2025

MOA GETAWAY AT PIPESTEM Pipestem, West Virginia fred@rides4funseries.com

9/5/2025 - 9/7/2025

54TH WISCONSIN DELLS RALLY

Wisconsin Dells, Wisconsin rallychair@wiscbmwclub.com

9/8/2025 - 9/12/2025

SMOKY MOUNTAIN MAGIC

TOUR SEPTEMBER 2025 Fontana Dam, North Carolina becky.smith@bmwmoa.org

9/11/2025 - 9/14/2025

40TH ANNUAL LAND OF ENCHANTMENT BAVARIAN MOUNTAIN WEEKEND Chama, New Mexico rallychair@loebmwr.org

9/12/2025 - 9/14/2025

MOA GETAWAY AT PINE MOUNTAIN Pineville, Kentucky fred@rides4funseries.com

9/18/2025 - 9/20/2025

5TH ANNUAL LAUREL HIGHLANDS WEEKEND - SPONSORED BY THE BMW MOA Somerset, Pennsylvania gsjay@kaplitz.com

9/18/2025 - 9/19/2025

MOA PREMIER TRAINING AT THE BMW PERFORMANCE CENTER

Greer, South Carolina membership@bmwmoa.org

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

10/23/2025 - 10/24/2025

MOA PREMIER TRAINING AT THE BMW PERFORMANCE CENTER

Greer, South Carolina membership@bmwmoa.org

Never ride alone

With Platinum Roadside Assistance and Tire Protection added to your BMW MOA membership, you’ll never ride alone again. BMW MOA’s 24/7 Platinum Roadside Assistance gets you to a repair facility fast and will even replace a punctured tire for free! All that for only $129 a year, which includes the cost of your MOA membership.

Join online at bmwmoa.org or convert your current BMW MOA membership by calling 864-438-0962. BMW MOA Platinum Roadside and Tire Protection, available exclusively for BMW MOA members.

SECRET MOUNTAINS OF CENTRAL SPAIN April 27 - May 05, 2025 Jun. 01 - Jun. 09, 2025

tours@IMTBIKE.com www.IMTBIKE.com

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

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

Join the BMW MOA group pages today for more BMW and motorcycle news: facebook.com/groups/bmwmoa | instagram.com/bmwmoa x.com/bmwmoa | youtube.com/bmwmoaorg

Join the BMW MOA group pages today for more BMW and motorcycle news: facebook.com/groups/bmwmoa | instagram.com/bmwmoa x.com/bmwmoa | youtube.com/bmwmoaorg

Re-Psycle BMW PARTS

Thank You for participating in our Liquidation Auctions!

Our Auctioneer took a Holiday Hiatus for the month of December. Our On-Line Auctions will resume January 5th, and continue every several weeks until everything is gone; probably by the end of April.

You can find the link to any current auction near the top of the Home page of the https://re-psycle.com/ website, or the Facebook Site “Re-psycle BMW Parts”. Also, you can email bmwparts@ re-psycle.com and ask for an auction update.

Once you have reached the “Rawns Auction Service” website, please read up on the Auction rules and policies, then register to Bid. Next, please read the shipping and Handling rules & Policies on our Re-Psycle, BMW Website.

Business Auction: includes all BMW Motorcycle New & Used BMW Parts & Accessory inventory. There are also a range of shop fixtures, BMW Factory tools, and Shop equipment to be sold. Display and storage shelving will both be offered as individual lots by type.

Complete BMWs, Project Bikes, and Parts Bikes will be offered. Please check in regularly through the Winter to see what’s available in our next auction.

Whether it’s tech, industry or just for fun, Chasing the Horizon digs into the topics that matter to all riders.

chasingthehorizon.us

Brought to you by

Join the BMW MOA group pages today for more BMW and motorcycle news: facebook.com/groups/bmwmoa | instagram.com/bmwmoa x.com/bmwmoa | youtube.com/bmwmoaorg

BMW Motorcycle Owners of America

Managing Editor BILL WIEGAND | bill@bmwmoa.org

Art Director KARIN HALKER | karin@bmwmoa.org

Digital Media Editor WES FLEMING | wes@bmwmoa.org

Associate Editor RON DAVIS A ssociate Editor JOSE ABILES

Bill Wiegand, Joseph Brandt, Brian Dutcher, Robert Frey, Luke Slavens, Marc Zylberberg, Joe Billing, Josiah E. Spurr, Brian Curtis, Mike McAdoo, Bill Stranahan, BMW Motorrad, Tami Bakke, Fred Bramblett, Wes Fleming, Bosch, Mark Barnes, Geoff Drake, Mari Harrelson, Dawn Hein, Wes Fitzer, Jon DelVecchio, Andrew Simonds, Kandi Spangler and Mike Shell.

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 Associate TONYA MCMEANS | tonya@bmwmoa.org

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

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

Membership in the BMW Motorcycle Owners of America is open to all riders, regardless of brand affiliation. Although we are united by the BMW marque, adventure-minded motorcyclists will find a home here.

Join today by visiting bmwmoa.org or call one of our friendly membership associates at 864-438-0962.

President BRIAN DUTCHER | brian.dutcher@bmwmoa.org

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

Secretary CHAD GARCIA | chad.garcia@bmwmoa.org

Treasurer PHIL STALBOERGER | phil.stalboerger@bmwmoa.org

Director DOUG BAKKE | doug.bakke@bmwmoa.org

Director JENNIFER OTT | jennifer.ott@bmwmoa.org

Director STEVE PELLETIER | steve.pelletier@bmwmoa.org

Director DOUG PETERS | doug.peters@bmwmoa.org

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

ADVERTISING INDEX

Tiger by the Tail

While riding the Southern California Three Flags Classic, Michael Shell (#202670) shot this stunning photo of Oregon’s Mount Hood.