BMW Owners News for October 2023

Photo: Oregon BDR

We’re happy to answer every one, because we know that’s important to you.

Our parts staff fulfills orders every day from within our service department, not from a warehouse or remote call center. This means if you ever have a question, you can count on talking with a talented professional who works on and around BMW Motorycles all the time. With an unparalleled inventory and dedicated parts staff that ships orders 6 days a week, MAX BMW is here to make ordering parts for your motorcycle convenient and easy!

Shop our parts catalog at www.maxbmw.com Questions? Call us at 203-740-1270 or send an e-mail to francis@maxbmw.com

When you carry 45,000 parts, you get a million questions.

2023 BMW MOA RALLY RECAP

MY FIRST BMW MOA RALLY

BY DUSTIN SILVEY #224778

58 CROSSING INTO MEXICO

BY KATHERINE BECKSVOORT #222648

IN THIS ISSUE

4 | HEADLIGHT The Opportunity to Ride by Bill Wiegand

8 | FROM THE BOARD Support Your Local Dealer by Adam Chandler

10 | POSTCARDS FROM THE ROAD

12 | RIDER TO RIDER Letters from our Members

14 | NEWS Help us Celebrate our 50 years with IMTBIKE, Meet the MOA Board of Directors at Century of Innovation Exhibit, Register for the 2024 Rally and Raise a Pint, Book the Tour of your Dreams with Edelweiss, Win the Bike of your Dreams with the MOA Foundation’s “One Ticket & You Pick It” Fundraiser, Bob Henig receives the Dr. Gerhard Knochlein BMW Classic Award, BMW Motorrad partners with Barber Vintage Festival in Birmingham, the new BMW F 900 GS, F 900 GS Adventure and F 800 GS.

24 | GEAR Coffee Anyone?

26 | GEAR The Moment Collectors review by Matt Wank

66 DON'T TELL MOM!

BY JOHN KRUZICH #12412422648

28 | GEAR Grip Buddies Lite by Mark Barnes

30 | GEAR Living with the Aerostich Transit 3 by Mark Barnes

34 | KEEP 'EM FLYING Matt’s Not Here by Matt Parkhouse

36 | TORQUE OF THE MATTER Read Instructions before Installation by Wes Fleming

68 | SHINY SIDE UP Been There, Done That? by Ron Davis 70 | THE RIDE INSIDE Low Strung by Mark Barnes 72 | Welcome our Newest MOA Members 76

ON THE COVER BMW Motorrad ups the ante in the middle-weight adventure segment with their release of the new F 800 GS, F 900 GS (pictured) and F 900 GS Adventure.

THE OPPORTUNITY TO RIDE

It seems like just a week ago, I was riding dusty logging roads of the National Forest land near my home and trying to uncover the mystery of what was around the next corner or over the hill in the distance. Looking across the lake, the once continuous wall of green rising above the distant shore has given way to the reds and yellows of maples, birches and oaks, with only the towering white pines maintaining their hue.

Turning the page from September to October brings more than simply a new photograph on the calendar. The baggage of October is packed with cooler temperatures, shorter riding days, and a reminder of opportunities lost with only a promise of returning next year.

October also brings our annual National Rally wrap-up, which this year features some of the highlights seen in June at The Meadow Event Park in Doswell, Virginia. Our photographic essay of the event begins on page 40 of this issue, and as you may have already heard, a fantastic time was had by all in attendance. The excellent weather rally-goers enjoyed at the Richmond-area venue was complemented with good area riding opportunities and the usual fare of seminars, vendors, music, training opportunities, door prizes and thousands of BMW motorcycles. On top of the expected, Rally Chairs Wes and Paula Fitzer also tweaked things a bit as they worked to put their signatures on the shindig.

A few new things not seen at previous rallies included several movie nights, dinner and an evening with Sam Manicom, a Taste of the GS Trophy where riders got to test their skills in the Adventure Pit, an Overlanding area, a lawn games area and more. Even the BMW Demo truck found its way to Doswell!

As we put together this pictorial, we sprinkled in some of the comments by some of the Rally attendees. To a man and woman, the positive comments posted on the Message Wall

of the Rally app described their fun and the joy they were experiencing reconnecting with old friends while making new ones.

While Message Wall entries singing the praises of the rally were expected, I was struck by the number of messages by parents who brought their sons and daughters to the rally for the first time.

“Awesome Rally! Our youngest son joined us to see what it was all about. He took a demo ride and is hooked!” –James Gregory.

“Great Rally! This was my son’s first rally, and our three generations had a wonderful time. Thank you to all who helped make it a success” –Dave Long.

“Great job MOA, Wes and Paula, volunteers, vendors and fellow riders! This was a great rally. Thank you for making my son’s first rally memorable. He is hooked and is looking forward to riding to Redmond from Connecticut. PS…the ADV track and mud pit were a blast!” –Martin Haerter.

Personally, those comments hit a little too close to home for me. One of the regrets I’ll always carry is that I never took the opportunity to ride with my parents. Though mom and dad rode Harley-Davidsons, I guess I thought back then that riding with your parents just wasn’t cool. Both are long gone now; that opportunity will never knock again. How stupid I was!

Though I’ve not yet had the chance to ride with my new-to-motorcycling son-in-law, when that opportunity does appear, I will surely jump on it.

Words I’ll never forget were spoken a few years ago by Jerry Wienke (#62116) while I was riding with him and his son Max (#197964). Jerry said as we got on our bikes after lunch, “Never pass up the opportunity to ride with your kids.”

I will carry that thought with me forever.

Smoky!

A foggy and rainy stop at the Porter Mountain overlook along the Blue Ridge Parkway during my ride home from the 50th National Rally in Virginia.

Photo by Steve Swanson #92777.

SUPPORT YOUR LOCAL DEALER

First, thanks to MOA Board President Brian Dutcher for encouraging the executive committee to share their voice in each issue of BMW Owners News. This is my first column as your Vice President.

Lately, I’ve been thinking about the Right to Repair movement and our changing motorcycle industry. I firmly stand behind the Right to Repair not only because BMW repairs are expensive, but because I believe consumers globally should be given the tools, manuals and legal right to fix the things they own. I believe this despite knowing that North American BMW Motorrad dealerships are really struggling. Selling motorcycles, parts and services is a low-margin business and a very tough gig.

When a dealer only sells a handful of bikes each month while employing a few dozen people, that creates a difficult space to run a business. If you have a BMW Motorrad dealer nearby, yet do your own maintenance, I encourage you to buy parts at your local dealer. Walk in, buy an oil filter and oil along with crush washers and support the dealers. Did you know the MOA’s rebate program gets you 10% back on your BMW parts, accessories and gear purchases? I just spent $370 on two rubber valve cover gaskets for my R 18 and after submitting my claim I’ll be receiving $37 back from the MOA! MOA members can simply fill out an online form available at bmwmoa.org, upload a copy of your receipt and the MOA will reimburse you.

If the future of motorcycling becomes completely electric, there will no longer be a need for valve adjustments, oil or air and oil filters, but only new tires and perhaps brake fluid. There may also be a day somewhere in the future where we can’t even buy a motorcycle with a combustion engine. Our needs for service and parts, both of which make up a large portion of revenue for our independent dealers, will be different in the future.

I believe we should support our dealers yet still advocate for our right to repair even if we don’t do the work ourselves. The absence of a repair manual for your motorcycle may not impact you today, but over time we may find ourselves in a world where a 12-month-old dishwasher may not be serviceable. This not only leads to more waste in landfills, but also adds more costs to consumers if they have to replace a unit that just needed a part which isn’t available at service centers.

The BMW MOA, like motorcycling itself, will continue to evolve. At the MOA Board’s most recent strategic planning session, we had great discussions and ideation as we make plans for the next decade instead of just next month. Our 10% parts rebate is a big sign that this group is looking to add value to your membership. If you purchase $499 in BMW parts, accessories or gear, your membership has just paid for itself. Tell your friends. This was a big win for the MOA and for small business BMW dealerships, and yes, the discount also works if parts were used during your service at a dealership. While we can’t save you on labor costs, you will save on any parts used as long as those parts have a BMW part number.

ADAM CHANDLER #207579

BMW MOA Vice President

Left, A beautiful landscape, some blacktop and my BMW photographed while touring Badlands National Park. What else do you really need. Photo by Mitch Miller #226232.

Below Left, Beautiful eye candy found outside Ridgeway, Colorado. Photo by Gary Loomis #193651.

Below Right, A shot captured along Lake Superior while touring Canada and Michigan's Upper Peninsula. Photo by Dana Locatell #62800.

Opposite Page Top Left, Along the Columbia River near Underwood, Washington. Photo by Doug Baker #45947.

Opposite Page Middle Left, Taking a rest break while riding my Slash 5 in rural Pennsylvania. Photo by Terence Hamill #14629.

Opposite Page Top Right, My 1985 R 80 G/S photographed on the South Skagit Highway near Concrete, Washington, with Mt. Baker in the distance. Photo by Steve Ladd #195576.

Opposite Page Bottom, A midsummer excursion to Newfoundland gave me some time to bond with my new 2023 R 1250 GS Adventure. This photo was taken at Boutte du Cap Park, Cape Saint George, Newfoundland. Photo by Wayne Jacobs #207183.

Each month we publish the great images sent to us by BMW MOA members from their travels around the globe. Send us your best images and you could have your work published in our Postcards from the Road pages. Email your high resolution images, image description and contact information to editor@ bmwmoa.org.

RIDERTORIDER

Send your letters and comments to: editor@bmwmoa.org

Interesting Site History

Let me reiterate what most of the 6,000 attendees at the national Rally in Richmond, Virginia, are saying: “What a fabulous event!”

The volunteers, vendors, seminars, food, ADV Thrill Pit, and special events were superb! The Meadow Event Park was an awesome facility for all campers, and the weather was also very cooperative.

My wife, however, noticed that I had more “giddy-up” in my step. I proceeded to tell her that I thought it was the “Spirit” of Secretariat, the legendary thoroughbred. It was here at the Meadow Event Park where Secretariat was foaled, trained, and made Triple Crown history! His owner, Penny (Chenery) Tweedy won over $1,316,000.

The Chenery family sold the farm in 1979, and the farm has been owned by the Virginia Farm Bureau Federation since 2013. We were very fortunate to be able to utilize this premier facility.

Mark Koenig #228727 Nanty Glo, Pennsylvania

Thank you, Dave!

I would like to express my appreciation for the great service I received from BMW Motorcycles of Greater Cincinnati.

My wife and I planned to see the covered bridges in southern Indiana and catch up with some friends since it has been some time since we had last seen them. My pre-trip inspection revealed that my 2021 K 1600 B’s front tire was near the end of its useful life, but I estimated that it would last the trip from southern Wisconsin to southern Indiana and back home to Wisconsin—I figured less than 2,000 miles total.

After a longer than expected ride from southern Wisconsin, we arrived at our Airbnb. The next morning after coffee

and discussing the day’s activities, I noticed that my front tire had no tread left.

Now, I subscribe to many of the truisms of riding like “two is one,” “look both ways twice,” ATGATT, “ear plugs are necessary”—you get the idea. Looking back, I simply had overestimated the remaining life of the tire. While our guest set out to pick up their rental motorcycle in Cincinnati, my wife and I decided to try and see if there was a local BMW dealership close enough that could replace the front tire. A quick Google search and phone call to Dave at BMW Motorcycles of Greater Cincinnati assured me that they could indeed replace the tire.

I pulled in the dealership around 2:15, and with assurances from Dave, the four of us went to lunch nearby at a BBQ joint in a strip mall. An hour later with the tire replaced, we were on our way to see covered bridges.

I have read about BMW dealerships when they go out of their way to help stranded motorcycles, even when it’s their own fault. I would like to say Thank You to Dave at BMW of Greater Cincinnati for making this a weekend ride more enjoyable and safer.

Bill Formwalt #227199 Oconomowoc, Wisconsin

Service for Older Bikes

I’m an Airhead at heart but also have a 2007 R 1200 RT for longer trips. I love the bike and plan(ned) on keeping it for a long time, but our Wisconsin BMW dealers have me rethinking that strategy.

I had the fuel level sensor replaced two years and one month ago by the BMW dealer up in Green Bay. The sensor just quit again, and I live closer to the dealer in Milwaukee so I called them, thinking this would be a warranty repair. The Milwaukee dealer informed me that they

don’t even work on bikes “that old” and that I should try the Green Bay dealer. The Green Bay dealer (apparently) doesn’t work on bikes 2010 and older during the summer, and no, that is not a repair covered under warranty. They gave me the name of an independent shop an hour away from me, made up of people from a dealership that closed a couple of years ago. Fortunately, they were able to squeeze me in to do the repair prior to a long trip I’ll be taking with the RT this fall.

I can handle most of the repairs on my ‘79 RS with a little help from my friends, since those bikes are relatively simple. My newer bike is much more complicated and requires special tools and knowledge that you can only get through the dealers. If not for the independent shop, I would be left with no option and no way to get my bike repaired.

What does it say about a company that will not service their products after a relatively short amount time? It may be time for me to look at brands other than BMW.

Jeff Speech #104978 Brookfield, Wisconsin

I'm a Motorcycle Junkie

I always look forward to reading Dave Cwi’s articles but “Howling at the Wind” (August 2023) hit me in a different way. Not a bad way, but maybe a way that is consistent with my reflective and aging self.

I rode with Dave, big Jim and the boys a few times in Arkansas, the last time being 2013 when I was in the beginning stages of heart failure that ended in a heart transplant in 2014.

Where did this whole motorcycle thing start, and why? I can remember some experiences as a boy, especially the time when my dad rode a purple Ducati home. Motorcycles and motorcycling still makes no logical sense to me, but after 50+ years, I

ain’t stopping anytime soon.

My wife calls me a motorcycle junkie, she is right. I would ride the box they came in if I could.

Steve Martin #69767 Hinton, Iowa

Dealer Integrity

In late March 2023, I traded for a 2022 K 1600 GT with 4,200 miles at Motoworks Chicago. After I put another 2,000 miles on it, the service reminder “demanded” I change the oil.

When I attempted to remove the filter, I found it was very tight and required a long handle ratchet to break it loose. I replaced the filter, filled the engine with oil and started the bike to get the oil circulating. Immediately, the GT began projectile vomiting oil around the filter, and I lost about a half a quart before I got the engine turned off.

I consulted the various forums, as well as fellow members on the Indy BMW club, with the most likely culprit suggested being the nipple the filter attaches to (I was only able to turn the filter about two turns before it tightened up). I checked various parts lists and departments, and found the only way to get a BMW nipple was to purchase the engine case.

I had the GT towed to Tom Wood Powersports in Indianapolis, and Andy said he had never heard of this, and he would get right on it. He called me the next morning and said it was repaired. He found the nipple was cross threaded, and when he looked into replacing it, he found it was not available from BMW and that it came with the engine case. He removed the nipple and dressed the threads with a thread file, replaced it, put a new filter on and changed the oil to the tune of $260.00. After I picked up the bike, I took photos

of the filter I removed, showing the crossed threads and the deformed gasket where it was forced against the engine case, as well as the invoice for the repair, and emailed them to Motoworks. Motoworks promptly apologized for the inconvenience and sent me a check for the repair amount.

Bottom line: I am impressed with the responsiveness of the service department at Tom Wood Powersports in Indianapolis and the integrity of Motoworks Chicago and would recommend them both to other riders.

Everyone makes mistakes. How they are dealt with is the difference.

Nick Schmutte #93674 Avon, Indiana

Schuberth Support

Well, as par for the course, a favorite brand let me down. I am talking about Schuberth. After reading Mark Barnes' letter regarding great service from Schuberth, I felt obligated to tell the other side of service.

I have been purchasing Schuberth helmets and accessories for over a decade, mostly from Revzilla, but had occasion to purchase overseas also and have been very pleased with the brand for a long time, until I needed support.

I bought a Schuberth E1 helmet and a Schuberth Sena SC10UA in September of 2021 and used it without flaw in the states and on tours in New Zealand and recently Spain and Portugal. No problems until 20 months after the purchase.

As usual I always plug it into the charger to be ready for the next riding day. The red light (indicating a low charge) would turn blue (indicating a full charge) in a few hours. But the helmet communication did not function after

WE WANT TO HEAR FROM YOU!

charging overnight, and the light returned to red immediately.

After surfing the net for solutions, I contacted Revzilla. They told me to contact Schuberth which I did, and their support technician told me to contact Sena. Sena said that Schuberth held the proprietary rights to that unit, and I needed to talk to them. Round and round we go.

I contacted the Schuberth support member I had talked to earlier and his matter-of-fact answer was I had to buy a new comm set because the warranty had expired after 18 months and the unit was 22 months old. No reason was given for the failure and his reply was “I have to buy a new phone every couple of years due to upgrades, so what is your problem?”

Mr. Barnes may have had a heartwarming experience with the Schuberth company, but as for support, it stinks. I will never purchase another product from them, and I suggest all motorcyclists think twice when they go to purchase another helmet.

Lee Shreve #69751 Newport, North Carolina

Sticking with the MOA

Due to some health developments, I no longer feel as comfortable on two wheels as I used to, especially when riding two-up. My wife and I still love riding, so the decision was made to move over to a three-wheeled machine.

Even though I no longer ride a BMW, I’m proud to remain an MOA member. I really appreciate the BMW community and the content in BMW Owners News each month. Also, I’m very glad to have the peace of mind that the roadside assistance program brings, given that it applies to any brand of machine.

Thom Barnett #127303 Seymour, Indiana

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.

100 YEARS SPEEDING BY

JOIN US FOR A WEEKEND OF BMW-FUELED FUN.

You’re invited to join us as we celebrate a century of BMW Motorrad on two wheels. With so much fun planned, you’ll need Sunday to recoup.

FRIDAY, NOVEMBER 17th

6:00pm - 9:00pm

An evening with BMW contemporaries to discuss the bikes, their owners and the adventures of BMW Motorrad, hosted by The Ultimate Driving Museum. See BMW Motorcycles: A Century of Innovation, the exhibit which features 56 motorcycles, along with five BMW motorcycle-powered vehicles such as the BMW Isetta. The collection is on display until January 20th, 2024.

SATURDAY, NOVEMBER 18th

Enjoy a thrilling day at The BMW Performance Center:

• Guided property tours with instructor demonstrations of various exercises.

• Authority School demonstration

• Motorcycle vendor tents

• Food available to purchase onsite

• Two freeflow driving sessions (8:00AM – 10:00AM / 10:00AM – 12:00PM)

• Overflow parking will be available at the Museum, and a bus to the Performance Center will be provided.

For more information and registration for each event, scan the code or call 888-345-4269.

Help us Celebrate our 50 Years with IMTBike!

It has been a fantastic first 50 years of the BMW MOA and IMTBIKE has been with us since they opened their doors in 1997. We’re celebrating in style this spring with a jointly developed tour across Spain, led by IMTBIKE founder Scott Moreno from April 14-28, 2024. As a special treat, the MOA’s own Bill Wiegand will join the tour for 14 days in Spain and Portugal!

This motorcycle tour combines IMTBIKE’s “Best All Round” Castles & Mountains Tour with Portugal, a little country with a big heart! Portugal never ceases to impress with its warm welcoming people, fertile lands and seafood rich coast. There are plenty of mountain twisties and sweepers all throughout this motorcycle tour through Central Spain and Portugal. In addition to great riding this tour boasts stunning historical cities like Toledo, Avila, Lisbon, Porto, Óbidos and Cuenca.

All hotels are top-notch with a tremendous variety of exquisite local cuisine. Enjoy freshly grilled sardines and a glass of chilled white port in the harbor of Porto or salted Cod (Bacalao) and a fine Portuguese red in the Barrio Alto in Lisbon; either way you can’t go wrong! Come and explore Portugal & Central Spain, and you’ll see why these regions are the real deal for connoisseurs of great roads and great cuisine.

Highlights include six UNESCO World Heritage Sites in Spain, Segovia, Ávila, Ciudad Rodrigo, Trujillo, Cuenca and Toledo, and two in Portugal, Porto and Lisbon. Exquisite local cuisine! Awesome hotels with first-class historical Pousadas and Paradors plus a few specially selected boutique hotels with local flair. We stay in some of best paradors and pousadas in the Iberian Peninsula. Pousadas and paradors are castles, palaces and fortresses converted into motorcycle-friendly hotels. Tour starts and ends in vibrant Madrid. All IMTBIKE lodgings are hand-picked for their quality of service, local charm and strategic locations.

Tour prices start at $5,645 euros, and space is extremely limited. Visit www.imtbike.com/tours for more details and registration.

Meet the MOA Board of Directors at Century of Innovation Exhibit

The BMW Motorcycle Owners of America fall Board of Directors meeting will be held Saturday, October 28, 2023, at the BMW CCA Foundation’s BMW Motorcycles–A Century of Innovation display in Greer, South Carolina. This special collection of BMW motorcycles celebrates BMW’s 100-year history in the motorcycle industry and features more than 50 exceptional motorcycles, including the M 1000 RR.

BMW MOA directors will be available to all BMW MOA members during the scheduled open session of the meeting, beginning at 1 p.m. on Saturday until the exhibit closes at 4 p.m. All BMW MOA members are welcome to experience and enjoy this special exhibit alongside their elected officials.

The BMW CCA Foundation is located at 190 Manatee Court, Greer, South Carolina. For more information about the museum or the exhibit, visit or call (864) 329-1919. Refreshments and special gifts for MOA members in attendance will be provided.

Register for the Rally and Raise a Pint!

BMW MOA members who register for the 2024 Ridin’ to Redmond National Rally during the month of October will also receive an MOA 50th Anniversary pint cup. The limited-edition 16-ounce stainless steel cup commemorates the MOA’s 50 years and features the special 50th shield insignia.

The Ridin’ to Redmond National Rally takes place June 13-16, 2024, in Redmond, Oregon. Early registration for the National is open now and only costs $79, including the commemorative cup. To register for the Rally and secure your cup, visit rally.bmwmoa. org or call the membership team at (864) 438-0962.

Once registered, members will receive instructions via email to redeem their free cup.

Book the Tour of your dreams with Edelweiss

Dreaming about your next adventure on two wheels? If so, Edelweiss Bike Travel may just have the tour to satisfy your hunger.

Edelweiss’ 2024/2025 travel catalog is packed with unforgettable adventures, breathtaking landscapes and loads of two-wheeled action. Visit edelweissbike. com and download the catalog today!

Book a 2024 European guided tour by October 31, 2023, and receive a $250 discount. To redeem, simply enter the booking code EBB2024, and the discount will automatically be deducted from your booking!

One Ticket & You Pick It Drawing set for October 28

The winner of the BMW MOA Foundation’s One Ticket & You Pick It fundraiser will be determined Saturday, October 28, 2023! The winning numbers will be drawn at The Ultimate Driving Experience Museum’s BMW Motorcycles–A Century of Innovation exhibit, featuring more than 50 influential BMW motorcycles.

The winner of the popular One Ticket & You Pick It fundraiser will have their pick of any new BMW motorcycle along with all the accessories. The grand prize package is worth $38,750! Tickets for the One Ticket & You Pick It event are on sale through October 23 for $25 each or five for $100. Tickets can be purchased online at bmwmoaf.org or by calling the BMW MOA membership team at (864) 438-0962. Tickets will also be available in person prior to the drawing on October 28.

The drawing is open to the public and all BMW MOA members are welcome to attend. The drawing will also be broadcast live via the BMW MOA Foundation website at bmwmoaf.org. The Ultimate Driving Experience Museum is located at 190 Manatee Court, Greer, South Carolina.

Bob Henig receives the Professor Dr. Gerhard Knöchlein BMW Classic Award

When he was a kid, Bob Henig was drawn to anything with a motor. Initially it was a go cart he built with a three horsepower Tecumseh motor. Then there was a minibike, and while in high school, a friend taught Bob how to ride a 250cc Suzuki. Sadly, as much as Bob loved to ride, his parents forbade him from buying a motorcycle of his own.

Shortly after moving away to college, Bob was the new owner of a brand-new Suzuki TS 250 and a dog, the other thing Bob’s parents forbade him from having. It was from the seat of that Suzuki that Bob saw much of the eastern United States, while camping and backpacking over the next couple of years.

Thinking the Suzuki was too small,

friends convinced him he needed a bigger bike to carry more gear, so in 1976, Bob found a 1972 R 75/5 that needed a little love. Though the bike only had about 11,000 miles on the odometer, it had not received the care it needed, but once in his garage, Bob nurtured the bike and brought it back to life. That R 75 now has more than 160,000 miles on its odometer, as it took Bob across much of the United States and to many BMW motorcycle rallies in the years that followed. “It’s been a great friend and opened the door to something I never could have imagined,” Bob said.

In his early 20s, Bob was working as a freelance photographer and owned a small home improvement company. One

day, a customer riding a BMW stopped by after seeing Bob’s R 75 parked out front. Discovering they both shared an interest in BMW motorcycles, the customer invited Bob to his first BMW rally, the Square Root Rally hosted by the BMW Bikers of Metropolitan Washington. Though he didn’t know anyone there other than his new friend who had invited him, Bob soon got to know many others in the BMW riding community and realized he had found a home. Later that year, Bob also attended the Four Winds Rally in Pennsylvania, the Finger Lakes Rally in upstate New York and the BMW MOA National Rally in Vermont, where he joined the BMW Motorcycle Owners of America. “That first year of attending BMW events introduced me to a whole new group of people,” Bob said.

Bob’s rally attendance grew significantly over the next few years until a crash on a slightly modified R 90S forced him to change careers. That’s when Bob began buying used motorcycles and motorcycle parts, and by the winter of 1981, “Bob’s Used Parts” opened and Bob began traveling to motorcycle events and selling parts out of the back of his father-inlaw’s van.

Before long, his collection took over both his basement and his garage. When that happened, Bob built another garage for Bob’s Used Parts and it continued to grow and grow. In 1981, Bob’s Used Parts morphed into Bob’s BMW, his dealership located in Jessup, Maryland.

Bob describes himself as a

Bob Henig presents a seminar at a recent MOA National Rally.

patient collector, a good caretaker and a curator who, for decades, has sought out and collected BMW motorcycles and components. Developing his museum of BMW motorcycles and artifacts grew from his collection. Originally Bob displayed his collection of BMW motorcycles wherever he had space and bikes could be found scattered around his dealership floor, the mezzanine, in his office and even hanging from the ceiling. Recently, Bob’s collection of prized BMWs moved across the street from his dealership into Bob’s BMW Museum, a 4,200-square-foot facility and home to more than 100 early and rare BMW motorcycles.

Bob enjoys sharing what he’s collected, saying, “If I could not share with friends, customers and new acquaintances the motorcycles and all that accompanies them, I doubt that the collection would be the size it is.”

Some of the unique motorcycles in his

museum include a streamlined R 75/5 Bonneville that won its class two years in a row with a certified speed of about 133 mph. His oldest bike is mostly original and was once owned by Dr. Peter Adams, former president of the U.S. BMW motorcycle importer, Butler and Smith. The bike is one of perhaps the 65 or so known remaining R 32s out of the 3,000 or so produced.

Other unique BMWs includes a 1987 R 80S, the very last R 80 build by BMW in Germany and built for a BMW automotive executive who specifically requested the very last bike off the assembly line of that model. There are also BMWs ridden by racing legends, including Gary Nixon, Bart Markel and Dave Aldana, and limited production models as well as exotic customs. Other items on display include a beautiful BMW Isetta 300 mini-car, motorcycle memorabilia, wall art, advertising, trophies, special parts, accessories, period riding gear, factory

cutaway motors, rare signage, workshop tools and much more.

Admission to Bob’s BMW Motorcycle Museum is free and is open to everyone most Saturdays and by appointment.

In addition to being a longtime supporter of the BMW Motorcycle Owners of America, Bob is also a SafeMiles Champion, pledging $10,000 to the BMW MOA Foundation, and is a Charter Lifetime member of the MOA. Together with his wife Suzanne, Bob gives both his time and money to many charitable causes in his area including the Pediatric Brain Tumor Foundation, The Arc of Howard County, Grassroots Crisis Intervention and the Howard County Police Foundation. In addition to his busy schedule with his BMW dealership and museum, Bob is a frequent visitor at both club and BMW MOA National Rallies, where he shares his vast knowledge of the marque.

Congratulations Bob!

BMW Motorrad Days partners with Barber Vintage Festival in Birmingham

BMW Motorrad USA recently announced that, for the very first time, BMW Motorrad Days will be celebrated in the United States and will be held in partnership with the Barber Vintage Festival in Birmingham, Alabama.

Scheduled for October 6-8, 2023, BMW Motorrad Days Americas will be a celebration of the storied 100 Year history of BMW motorcycles. BMW Motorrad looks forward to celebrating its very special centenary with not only BMW fans, but with all motorcycling fans from all over the Americas. It will be a weekend not to be missed!

In December 1922, BMW chief designer Max Friz put the first full-scale BMW motorcycle on the drawing board. At its heart was a 494 cc, 8.5 hp, air-cooled two-cylinder, four-stroke boxer engine. The first BMW motorcycle, the R 32, was unveiled in September 1923 at the German Motor Show in Berlin. Production began that same month in an area of the BMW engine works on the edge of the Munich’s Oberwiesenfeld airfield. Just 56 motorcycles were built that first year. Those humble beginnings of BMW motorcycle production launched an unprecedented success story that would

span a century.

For 15 years, thousands of fans from around the world have traveled to Germany to celebrate BMW Motorrad Days and finally, during this important year, the fans from all over the Americas will have an event of their own where they can gather to celebrate with friends, old and new.

“We are so very excited to have the opportunity to celebrate our 100 Year anniversary with our friends at the Barber Motorsports Park,” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “After all, you only get to

Inside Barber Vintage Motorsports Museum.

celebrate such a significant milestone once, and you have to do it right. There is no better event than the Barber Vintage Festival to co-host the first ever BMW Motorrad Days Americas. We look forward to celebrating our centenary with the extended BMW enthusiast family from Canada to Argentina and from all of the amazing places in between.”

The Barber Vintage Festival, a three-day motorcycle festival, is one of the largest vintage festivals in the country. Each year, this event brings over 65,000 motorcycle fans from around the country.

The three-day festival will include vintage racing, a fan zone with vendors and entertainment, a swap meet with hundreds of vendors selling vintage motorcycles and parts, demo rides, training experiences, family fun and of course, the worldfamous Barber Vintage Motorsports Museum.

Attendees can purchase Barber Vintage Festival tickets at a 20% discount by registering through BMW Motorrad Days Americas, and they may pre-register for BMW Demo Rides by visiting https://mdaysamericas. bmwmotorcyclesevents.com.

The New F 900 GS, F 900 GS Adventure and F 800 GS

By BMW Motorrad

BMW’s new mid-range enduros have been built to offer riders more sophisticated off-road, touring and adventure capabilities.

All three models have been significantly updated and offer an even higher level of standard equipment in addition to a new drive. The F 900 GS features enhanced off-road qualities combined with a drastic weight reduction of 30 lb. compared to its predecessor making it a particularly sporty F Series model.

In the new F 900 GS, F 900 GS Adventure and F 800 GS, the two-cylinder in-line motor offers increased riding dynamics through its increased capacity to 895 cc while the 270/450-degree firing interval offers a throaty tone. The F 900 GS and F 900 GS Adventure put out 105 hp while the F 800 GS produces 87 hp. In addition to a 10 hp increase across the

range, the new engines also produce by a fuller torque curve, increased pulling power and faster acceleration.

The new GS models in the F series offer riding modes “Rain” and “Road” as standard as well as Dynamic Traction Control DTC, the cornering-optimized ABS Pro and the dynamic brake light. With “riding modes Pro” available as optional equipment ex works, the dynamic qualities of the new F 900 GS, F 900 GS Adventure and F 800 GS can be exploited even more thanks to additional riding modes, the riding mode pre-selection and the engine drag torque control as well as Dynamic Brake Control DBC.

The new F 900 GS, F 900 GS Adventure and F 800 GS rely on a bridge-type frame made of deep-drawn sheet steel parts welded together, integrating the two-cylinder in-line engine as a

supporting element. The 3.83-gallon plastic fuel tank of the new F 900 GS is new, and trims 10 lb. of weight compared to the steel tank of the previous model. The F 900 GS also features a completely redesigned rear section which cuts another five lbs. More weight is cut thanks to the rear silencer by Akrapovič.

The front wheel on the F 900 GS and F 900 GS Adventure is guided by new, fully adjustable upside-down telescopic forks by Showa. The F 900 GS can be given even more off-road prowess with the optional equipment ex works Enduro Pro package featuring fully adjustable titanium nitride-coated upside-down telescopic forks, a fully adjustable central spring strut as well as handlebar risers and M Endurance chain. The Dynamic ESA (Electronic Suspension Adjustment) electronic suspension is available as

optional equipment for the new F 900 GS Adventure and the F 800 GS.

The increased off-road qualities of the new F 900 GS are built into the bike by the ergonomic triangle (handlebar - seat - footrests) optimized for off-road use. Lower footrests in combination with the higher handlebar position and the new design of the fuel tank provide clear advantages, especially when riding standing up on rough terrain.

All three new models offer an adjustable gearshift lever as standard. In conjunction with an optimized bearing and new gearshift lever kinematics, it was possible to optimize shifting the six-speed transmission even further. The F 900 GS also features a new foot brake lever in a higher position.

Compared to the predecessor model, the LED headlight on the new BMW F 900 GS offers a larger low beam opening angle and better illumination directly in front of the motorcycle. The new F 900 GS Adventure and the F 800 GS also feature LED headlights as standard. Furthermore, the turn indicator and control lights of all three models also use LED technology.

The new GS models in the F series each have a large 6.5-inch TFT display as standard, including the F 800 GS, which previously had an analogue display.

The F 900 GS is available as a basic version in Blackstorm metallic, as a Passion model version in São Paulo yellow solid paint and as a GS Trophy version in Lightwhite solid paint/ Racing Blue metallic.

The new F 900 GS Adventure is available as a basic variant in Blackstorm metallic and as a Ride Pro model variant in matte White Aluminium. The new F 800 GS is available as a basic variant in Lightwhite solid paint, as a Sport model variant in Racing Blue and as a Triple Black version in Blackstorm metallic.

For complete information on the new F 900 GS, F 900 GS Adventure and F 800 GS, visit your local BMW Motorrad dealer.

Coffee

Oil, tires and now coffee are apparently the off-limits conversations when it comes to motorcyclists and social media. Still, we posed the question and sifted the responses to find out what brands of instant (or nearly instant) coffee MOA members use while on a motorcycle trip. For some motorcycle travelers, their morning coffee is all about the ritual, with the caffeine bump a welcome side effect, and doing anything other than grinding the beans to start is blasphemy. For those in more of a hurry, we present the following options.

Wildland Coffee In A Bag!

wildlandcoffee.co

Coffee in a filter bag? YOU BETCHA! This method is familiar to anybody who’s seen a tea bag, and helps avoid the grit leftover from spooning instant coffee into your cup. Wildlands says you don’t need a French press or pour-over to make great coffee, and they provide multiple roasts to tempt you. Try a four-count Variety Pack for $9.99. Wildland’s bags are available in packages up to 90 count, and the price per cup drops the more you buy. Wildland has an excellent reputation with hikers, bikers and other folks looking to pack light and travel far.

Kahawa 1893

kahawa1893.com

Kahawa is a women-led company touting its single-source, ethically sourced, ready-to-brew East African coffee. Like Wildland’s offering, this isn’t instant coffee that dissolves in hot water; it’s real coffee encased by its filter. Kahawa’s coffees can even be cold-brewed for a refreshing hot weather treat! $2.50 for a single serving, with packages up to 72 servings available, with reduced cost-per-cup as you buy more.

Swift Coffee

swiftcoffee.com

In addition to Swift’s Mainstay blend, they carry coffee from Brazil, Colombia, Peru, Ethiopia and Kenya. A single blend is $15 for six single-serve packs ($2.50/cup). Choose from regional bundles or grab the “One of Everything” bundle, which seems pricey at $89.95, but you’re getting 42 single-serve packets at $2.14 per cup.

Copper Cow Coffee

coppercowcoffee.com

Brew yourself a cup of Vietnamese coffee in a variety of flavors thanks to the folks at Copper Cow. From Classic Black to Churro, Lavender, Salted Caramel and Vanilla, they’re sure to have instant coffee to satisfy even the most finicky of travelers. An eight-count box of their sustainably sourced, 100% Vietnamese coffee packs costs $16. Copper Cow also sells single-serve packs of creamer.

Bivouac Coffee

bivouaccoffee.com

Bivouac Coffee, which is owned and run by avowed camping fanatic and MOA member René Steenvorden, is available in a variety of pouch sizes up to five pounds, and you can purchase their coffee already ground or in whole bean form for your grinding pleasure. You’ll need a filter and other traditional coffee-making accoutrements, but Rene assures you the effort is worth it. Start with a four-pouch sampler (four ounces in each pouch) for $26 or jump right into a five-pound bag starting at $96.

Starbucks VIA starbucks.com

Of the MOA members who professed a preference for instant coffee, Starbucks’ VIA brand got the most mentions. The ubiquitous coffee chain has five instant varieties, including a sweetened iced version and decaf. Cost is about $1 per packet in a 50-count box depending on the retailer; buy on Amazon, at Walmart and at most Starbucks locations.

The Moment Collectors by Sam Manicom

In 1992, Sam Manicom sold everything he owned in his relatively conventional life, learned to ride a motorcycle, and then rode the length of Africa alone. Eight years and six continents later, motorcycling had become Sam’s life, and during his journey, he wrote and published four books about those eight years. Sam describes his literary work as, among other things, a means to take

those who can’t actually ride with him as close as possible to the adventures he’s experienced and take readers somewhere they otherwise may never go. The Moment Collectors, recently released by Sam and more than 20 of his friends, may best represent that.

Though it might make you cringe, for just a moment, take yourself back to 2020, a year when the pandemic had a

stranglehold on the world and even the most adventurous among us were sidelined. As that year drew to a close, hope for our futures slowly began to creep in as vaccines were released and distributed. Then in early 2021, restrictions begin to relax and by summer, we were traveling domestically again and regaining a taste of adventure that had been taken away. By the end of 2021, we were ready to hit the international road again, but where would we go? After becoming so detached, could we restore those feelings of discovery, challenge and joy in the face of relative uncertainty?

Published in early 2022, The Moment Collectors reminds us of those feelings by taking us places where, during the pandemic, none of us could go. Twenty different stories from different riders traveling through different regions of the world give us a myriad of perspectives to enhance our new feelings of freedom. Each contributor, with varying riding and writing experience, provides their own style and opinions. Not surprisingly, you may not like every style or opinion across all 20 tales. Personally, and based on their conclusions, I was not too fond of at least one of the authors. Yet my feelings take nothing away from the book’s quality–I still liked their story because after all, what’s a good book without a villain?

I suspect a parallel objective of The Moment Collectors is to expose readers to new authors and content providers in general, sort of a post-pandemic mass marketing effort. Not surprisingly, social media is a large part of everyone’s source for content and marketing. Although a millennial, I find social media overwhelming with too much information to filter, despite their algorithm-driven best efforts. Through The Moment Collectors, Sam Manicom is your adventure motorcycling algorithm, and one with trustworthy intentions.

From a motivational and informational standpoint, The Moment Collectors achieves its goals. Seemingly every genre or emotion is drawn from–comedy, drama, despair, love, horror–all in a single collection. Each story exposes the style and personality of the author just enough for you to decide if you want to learn more.

I recommend throwing a copy of The Moment Collectors in a pannier for your next adventure, even if that’s just to your garage.

Matt Wank was handed a gift in 2010 when a friend with a motorcycle was willing to let someone else ride it until he could sell it. Matt immediately got his motorcycle license and hasn’t looked back since. Over the past nine years, Matt's motorcycle journey has included other brands, but in September of 2018, he finally took ownership of his beloved F 650 GS. Matt works as a web performance and security professional—a demanding job but one that also affords him the motorcycling lifestyle. In his free time, Matt enjoys motorcycling of all types, SCUBA, reading (paper copies, as work has him staring at enough screens already), playing with his one-year-old golden retriever, reading BMW ON cover-to-cover, and hopefully, contributing to Owners News as well.

Grip Buddies Lite

A while back, I reviewed a popular product called Grip Puppies in my quest to reduce the buzzing at my F 800 GT’s handlebars (see “Operation Buzz-Kill: Part One”). Those were essentially rubbery sleeves that slipped (with considerable effort) over the stock grips and provided a cushy layer of insulation to thwart transmission of vibration from bar to hand. While they succeeded at that mission to a respectable degree, I found the associated increase in grip girth problematic. Maybe it’s because I have smallish hands (size M/8-9 gloves), but the Puppies made operation of the clutch and brake levers feel awkward, clumsy, and ultimately unsafe for me. I ended up removing them after a long afternoon trying – and failing – to acclimate. Eventually, I replaced the stock grips with thicker, grippier, and comfier aftermarket versions, though it was quite an ordeal to maintain the heating function of the stockers during that process (see “Operation Buzz-Kill: Part Four”).

Vibration is not an issue on my R 1250 RS, but I still find the OEM grips sub-optimal. They’re thin (31.5mm in diameter), hard, and not particularly grippy. Normally, grip replacement is one of the first things I do to a new bike; it’s the best bang-for-the-buck of any ergonomic upgrade. However, I’m definitely in no hurry to repeat the frustrating and involved project of swapping aftermarket parts for BMW heated grips! Hence, I was intrigued by the US-made Grip Buddies “Lite” offering, which promised even easier installation than the Grip Puppies, with less added girth. (There is a thicker “Original” version for those who want to maximize the insulating cushion effect.) You may know Grip Buddies by their previous name, “Beemer Buddies;” it seems this company recognized the shortcomings of BMW grips long ago.

Unlike the Puppies, which are seamless tubes, the Buddies are rectangular neoprene panels that wrap around each grip. One edge has a strip of adhesive backing; this is pressed along the grip’s length where your fingers don’t typically reach. Placing it there makes it unlikely you’ll feel the subtle irregularity where the edges of the panel will meet. With the initial edge thus anchored, you stretch the panel around the grip and fasten the opposite edge to the first via low-profile hook-and-loop strips. Although an overlap exists, you don’t feel it. There’s a tiny gap at the juncture, but it’s invisible to eyes and fingers during use. Installation is quick and easy, and the Buddies can be relocated several times before their adhesive loses its effectiveness, according to the instructions (I didn’t test this claim). You get a rubbery layer substantially softer and grippier than the stock interface. It’s also quite a bit larger in diameter (38.5mm) –not quite as big as the Puppies (41mm), but still a lot thicker than most aftermarket grips (my favorites are 34.5mm). The adhesive prevents rotation of the Buddies over time.

Grip Buddies are made with “SmartSkin technology,” touted as improving durability, comfort, and safety, while preserving the transmission of warmth from grip-heating elements (confirmed in my experience, albeit after a short lag). Their textured surface and non-absorbent character deliver good traction for gloved hands in wet or dry conditions (tackier than the Puppies). While I had no

complaints about handlebar vibration on my RS prior to installation, the Buddies provided a noticeable increase in comfort due to their softness and buffering of sensations coming from the motor and road. However, the latter feature won’t be entirely to everyone’s liking (including mine), as some enjoy able and informative feedback is lost. As for the extra girth, I found it less prob lematic than on the Puppies, but still not ideal. This is a matter of personal preference and individual hand size, not a product flaw.

At $24.95 for either the Original or Lite version, Grip Buddies are inexpensive and simple enough to try without risking much money, time, or effort. If you have worn heated grips, or just don’t like BMW’s OEM design, the Buddies are a small fraction of the cost and hassle of grip replacement. They’re a clever solution with excellent performance for those who have large enough hands and don’t mind sacrificing some feedback sensitivity for a plush feel.

For more information, visit originalbeemerbuddies.com.

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.

Also check out Mark’s podcast version of The Ride Inside, with essays and interviews, available through your favorite podcast app or online at BMWOwnersNews.com.

Living with the Aerostich Transit 3

Last year I introduced Aerostich’s remarkable Transit 3 suit, with its unique waterproof leather construction. Interesting details of the suit’s design are too numerous to recount here; see the July ‘22 issue of Owner’s News or my 7/5/22 post on bmwownersnews.com for the full inventory. See also my early commentary on the suit in “Not What You Think” (April ‘23 ON; 7/6/22 post). When I wrote those articles, I’d just begun wearing the Transit 3 and could only relay my first impressions, which included appreciation for the suit’s comfort, admiration of its craftsmanship, and hopeful excitement about its day-to-day functionality. If you only read what follows here, you’ll have a skewed perspective because I’m just going to comment on a few aspects that weren’t immediately apparent or verifiable. Overall, the Transit 3 has lived up to or exceeded the high expectations generated by my initial examination.

I’ve now lived with this artfully crafted garment through all four seasons in widely varying weather conditions, although my sampled range is characteristic of the southeastern U.S. and hasn’t included the colder or more arid environs elsewhere. Another caveat has to do with fitment. Whereas I found the suit in my usual size far too loose for my taste in leather kit, I now recognize the roominess I eschewed for a snugger feel (I dropped down a size) would have allowed more comfort across a broader span of temperatures. I don’t regret this sacrifice because I still prefer a closer fit for the majority of my (virtually year-round) riding season, but those wishing to extend the temp-related parameters described below can probably do so by opting for their usual size instead of going smaller (I strongly recommend talking with Aerostich staff to confirm sizing). The climatic comfort limitations I experienced had more to do with my fitment choice than inadequacies in the

suit’s design or construction. Also potentially of note, most of my riding in the Transit 3 was on a minimally-faired bike, an R 1250 RS with the windscreen in its lowest position. More or less wind exposure may impact temp considerations, too. Last in this list of disclosures, I’m not a high-mileage guy, and I rotate through lots of different riding gear, so my Transit 3 has only covered a few thousand miles so far.

The first question must be, “Is the Corium+ leather really waterproof?” The answer is, “Yes!” Although I haven’t ridden through a day-long deluge in the Transit 3, I have endured lengthy periods of moderate rain without water penetrating (or saturating) the latex-infused, one-way membrane-backed leather. The material does absorb a bit of moisture superficially, but this bears no resemblance to the way regular leather soaks up water and becomes a heavy, sodden mess. I valued the Mandarin collar’s close-fitting (yet soft and pliable) contour, which did a nice job of sealing out rain without feeling tight.

Another noteworthy feature of the Corium+ is its apparent durability. I haven’t crashed in my Transit 3, but I’ve been impressed by its resistance to any visible scuffing from casual contact with abrasive surfaces, such as sitting/leaning on rough curbs and pavement. Nor does it show any signs of wear and tear from getting wet or being exposed to UV radiation, despite the fact I have yet to clean or condition the leather beyond using a damp cloth to wipe off splattered bugs. This suit has remained luxuriously smooth and supple, and has offered a very comfortable – and comforting – counterpoint to my closetful of nylon-based textile gear. Leather’s additional weight and mildly stiffer texture provide the Transit 3 wearer with a reassuringly sturdier, more secure feel (especially with snug fitment) than what

one gets from typical synthetics. If it’s been a while since you donned cowhide instead of Cordura, you may have forgotten the ways leather feels better.

One drawback of leather, however, is its reluctance to fold at the sleeve cuffs. There, its bulk and stiffness—along with that of the waterproof zipper and its gusset—can create awkward interface with some glove gauntlets, an issue that has persisted despite my use of Aerostich’s recommendation to facilitate break-in by leaving the cuffs in a clamp or

vice for a while with a crease in the desired location; doing this reduces but doesn’t eliminate the quirk. Cinching down the cuffs to accommodate slim gauntlets on the outside can create an unwelcome lumpy impingement at the wrist. Conversely, the cuffs are restrictive enough, even with their gussets unzipped, to resist the insertion of longer or thicker gauntlets inside the sleeve.

Gloves with abbreviated or expandable gauntlets work just fine. A second downside, related partly to the Corium+ and partly to the Transit 3’s design, is limited ventilation for hot weather riding. As mentioned in my initial review, the visible perforations in the leather are for water vapor egress after it has passed through the one-way membrane laminated to the leather’s

Opposite page, Modeling the Aerostich Transit 3 suit. Below, clockwise from upper left, Water beads on the Transit 3 jacket. Water beads on the Transit 3 pants. Transit 3 cuff cinched. Transit 3 cuff open.

interior. Those holes do not admit airflow into the suit’s interior, as that same membrane is windproof (an asset in cold weather). Note that all gear with this type of membrane suffers from the same trade-off: the microscopic holes that allow water vapor to exit while blocking liquid water’s entrance also preclude cooling airflow. The only way to compensate for this is with waterproof zipperequipped vents. The Transit 3 has such vents under each arm and along the upper back (beneath a reflective flap that folds out of the way). The gusseted cuffs can also be left unzipped to funnel some breeze into the sleeves, as long as airflow there isn’t blocked by your gloves.

I found ventilation adequate into the upper 80s, but wanted more once the temperature exceeded 90 degrees— especially in the dreadfully high humidity of a southeastern summer. I tried my usual solution of wearing LD Comfort’s excellent evaporative cooling shirt under the Transit 3 jacket, but achieved little relief (although a wet neck wrap, like one of Aerostich’s silk scarves, helped considerably). My decision to opt for a snug-fitting suit had the unintended consequence of leaving too little room for airflow through the jacket’s interior, given the presence of only three smallish vents. Likewise, I can’t wear thick insulation under my Transit 3 on very cold rides. A couple layers of Merino wool or high-tech synthetic long underwear, along with a warming neck wrap (those silk scarves serve this purpose, too) allowed comfortable riding down to 50 degrees. Adding any more under the suit felt too tight and restrictive. I’m content with the resulting 40-degree range, as I have other gear to wear below 50 and above 90; those who want extended versatility should choose a looser-fitting Transit 3.

One final caution: Although Aerostich is famously generous with cargo capacity, the Transit 3 does not feature the brand’s usual multitude of voluminous pockets. What pockets exist are relatively small and/or tight. This hasn’t provoked any complaints from me, as I don’t load up

my riding suits with lots of stuff and prefer to keep bulky items like my phone, wallet and snack bars in my tank bag. However, when leaving the bike (e.g., to enter a store or restaurant), I carry my valuables with me. The suit’s handwarmer jacket pockets can hold my wallet on one side and my phone on the other while I’m upright, but most stored items press against my torso in the riding position (also true if I use the interior lining pockets). The high exterior chest pocket is tough to access, but the right forearm pocket is handy for earplugs and loose cash/cards. Further down, the pants pockets, while deep, are tight across their horizontal zippered openings, resisting ingress. There are no pass-through zippers (as found on Aerostich’s Roadcrafter models) for accessing pockets in pants worn underneath the suit, nor are there any hip or thigh pockets. Perhaps slash openings would work better. I might attribute these pockets’ tightness to my choice of a tailored fit, except for the fact anything larger would have been prohibitively loose at the waist; even the size I have bunches up a tad there under my belt. Your proportions, and associated experience of these pockets, may vary.

If you don’t require extensive storage and ventilation, and you have gloves with gauntlets that play well with the Transit 3’s sleeve cuffs, you’ll enjoy all-day comfort and a great sense of safety in this one-of-a-kind outfit. If you’re okay with having your cowhide fit loosely (instead of conjuring fond memories of your old road racing leathers), you’ll also be able to ride in truly cold and seriously hot weather, with no worries about encountering rain. And if you opt for the hi-viz yellow jacket rather than its black counterpart, you’ll get additional conspicuity with the rest of this gear’s long list of well-engineered features and superlative workmanship. (How many riders own hi-viz, waterproof leather?! It really is quite special.) Like most costs over the past year, admission to the elite Transit 3 club has increased, currently $1,187 for the jacket and $1,067 for the pants, with the total discounted $100 if

both are purchased together. Top-shelf gear doesn’t come cheap. Again, make sure to read one of those introductory articles to understand the justifications for such pricing.

Most sizes of the Transit 3 are on hand at Aerostich, but due to supply chain complexity (they’re made in Asia with sub-components from many countries), backordered sizes can take months to restock. All the more reason for interested riders to check availability sooner rather than later.

For more information, visit aerostich. com

Aerostich Transit 3 underarm vent (above) and rear vent (below).

Matt's Not Here

Unfortunately, my “Keep ‘em Flying” column has been missing from the last few issues of BMW Owners News

Remember how I recounted my having to abort my last Mexico trip a couple of Februarys ago? Well, most likely, that was due to the onset of my heart problems, mainly atrial fibrillation. It’s getting worse, and I’m shocked at how the out-of-sync heartbeats can suck the energy out of you. Long-range riding is out of the question—I even have trouble with high mileage driving. Susanna is doing far more than her share of the driving on our trips. It takes a week for me to mow the lawn, cutting a little bit each day.

I’ve had two cardioversions done (This is when doctors use a low-voltage shock to the heart in an attempt to restore its normal rhythm. --Ed.) Each one lasted less than two days before the fibrillation returned. Apparently, this is not unusual.

in August. Several of my friends have had this done, and they relate it definitely improved things. I have hopes that at least some of my strength will return. If not, watch for the Europe bikes, my Mexico bike and some of my parts and tools to be on the market.

Prior to the ablation, we leave for the annual Pyrotechnic Guild International convention, a gathering I have talked about before. Held in Oshkosh, Wisconsin, this year (it moves around the country each year, like the MOA, but with a more limited choice of venues), it will be a bit of a drive there and back. The convention is like an MOA National Rally except that instead of motorcycles, the focus is on fireworks. There are seminars, hands-on workshops, gatherings of one kind or another, a flea market and vendors. There is even a group for kids called the Junior Pyros. Many members

night sky as their backdrop. In addition to member competitions, two or three nights are given over to some of the most spectacular fireworks we have ever seen. The shows are synchronized to music and usually last over an hour with different manufacturers showing off their latest wares. It’s quite impressive.

I did a bit of bike work this last week. A fellow left his R 100 RT with me to do a “major service-plus” as the bike had been sitting for several years. I found I could put in two or three hours each morning for five days. This weakness and lack of endurance is really kicking my fanny. The bike turned out to be in pretty good shape for its long period of idleness. Dirty brake fluid, water in the carb passages and closed-up valves were the big items calling for correction. As it was a 1983 bike, I had to deal with the various difficult tasks the early ‘80s BMWs call for. This included things like dropping the exhaust to get at the oil filter due to the thermostat being blocked in by the exhaust header. The rear disc brake had to come off its mount to allow complete removal of the old brake fluid and any air in the system. To add to the work, the rear tire went flat a few days into the job. Turns out someone decided to equip the bike with tubeless tires. You can use the airhead cast wheels this way, but they are not intended for this use.

I added a new inner tube and got the tire back in place. Despite the weakness and discomfort, I enjoyed getting the tools out and working on a nice, clean airhead. When it came time for the test ride, I pushed it out of the yard. At one point, it leaned over, and I did not have the strength to heave it back upright. I kept it off the ground and yelled for Susanna

to come and lend a hand. The two of us got it straightened up and out of the yard. I rode a few miles to make sure all was well and just didn’t feel totally secure. No problems, just an uneasy feeling. I’ve talked with several riders who, due to age and disability, no longer enjoy riding. This comes to us all in one way or another. After 50 years in the saddle, I am pinning my hopes on the ablation returning a portion of my strength and endurance.

Whatever the outcome, I plan on continuing to be part of the BMW scene. I’ll continue with our local club, hang out at Airhead Central at the National Rally and contribute to the BMW Owners News. Even if I’m not doing a lot in the way of maintaining local folks’ airheads, I have a lot of stories to share from my 50 years of being on my Slash Five. While I may not be in EVERY issue, I’ll still be around.

Matt acquired his first BMW in 1972, upon his return from Vietnam.  He hired on at Doc’s BMW of Colorado Springs in 1977. Since then, his life has been a mixture of travel, owning/working in various shops, as a nurse, and being very involved in his local community. He has owned around 15 Airhead BMWs over the years, but his first bike, a 1972 R 75/5, is parked by the front door with 434,000 miles on the odometer.

Read Instructions before Installation

Putting a new battery in your motorcycle shouldn’t be a big deal. Depending on the make and model of your bike, it might be as easy as popping off the seat and undoing two bolts so you can slide the old one out and the new one in, then tightening two bolts and you’re done. On other bikes–I’m looking at you, R 1150 RT!–swapping out the battery could take an hour or more simply because of the sheer number of tiny bolts fitted through the plastic body panels.

No matter which bike you own, it pays to look at the papers in the box with your new battery, especially if you bought it online and had to have it shipped to your house. Because of the nature of lead-acid batteries, they can only be shipped via ground services, and to be perfectly honest, even though it’s new, you don’t know how long it may have sat on a shelf in the warehouse, waiting to be put into action.

Some batteries ship from the factory fully charged; others leave the manufacturer in an uncharged state, having only been subjected to routine testing to ensure proper functionality. Old-fashioned lead-acid batteries used to arrive with a package of distilled water the user had to put in the battery to activate the electrolyte and get the battery ready—then charge it fully to boot! Newer absorbedglass mat (AGM) lead-acid and lithium-iron (LiFePO4) batteries don’t require that level of end-user intervention, but when you pull them out of their box, take a look at the papers included in the package.

The page neatly folded into the box with an AGM battery I recently purchased even said “IMPORTANT INSTRUCTIONS” on it, an obvious clue to its use. It included some safety instructions along

the lines of “This is a sealed battery, please don’t try to un-seal it.” It also included an admonition to test the battery with a digital volt-ohm meter (DVOM), because they recognized the battery may have waited on a shelf for some period of weeks or months before finding its way into my hands. Since the

trying to start the motorcycle the first time. Since my battery tested at 12.6 volts, they recommended I put it on an appropriate charger for up to six hours, which is happening as I write this so I can install the battery later today.

Any lead-acid battery will discharge slightly as it sits due to a process called sulfating, a buildup of sulfite crystals on the medium inside the battery that happens if a battery sits idle without its full charge. A major point of a trickle-charger is to prevent sulfation stemming from a lack of use.

problem with my motorcycle was already a dead battery, I guess they wanted to make sure I didn’t install this new battery, fail in firing up my bike, and engage them in what no doubt would be a customer service nightmare as they tried to explain to me why it was so important to make sure the battery was fully charged before

Even without the presence of vampire draw–the electrical needs of the bike when you’re not riding it, which could be as simple as a digital clock–the typical lead-acid battery can self-discharge at a rate of upwards of 20% per month. Warm weather exacerbates the self-discharge rate possibly even beyond that, which is why it’s a great idea to keep your bike’s battery on a trickle charger unless you ride it regularly, say two or three times a week for a few hours each time. Most lithium-iron motorcycle batteries have a far lower self-discharge rate, typically from 3.5 to 5% per month, but as with lead-acid batteries, the self-discharge rate is affected by the weather. Important to note here is that LiFePO4 batteries require a different charging program than lead-acid batteries, so you may need to use separate chargers for the two types of batteries. Some chargers–such as the Optimate DUO line, $49.95 for the most basic model–have the ability to charge either type of battery (be sure to follow those instructions as well). I highly and regularly recommend Optimate chargers to anybody who asks, and you can get them

The instructions included with the new battery, plus my Fluke 10 DVOM. A quality digital volt-ohm meter doesn’t have to be expensive and is an essential part of any motorcyclists’ tool kit. Fluke doesn’t make the model 10 any more, but a similar Fluke 101 costs less than $50.

on Amazon if your local car or motorcycle shops don’t carry them.

When disconnecting a motorcycle battery, always disconnect the negative ( - ) fitting first, then the positive ( + ). Disconnecting the negative side first avoids causing an electrical short, which can happen if you disconnect the positive first and accidentally touch something metal with the wrench you’re using. Installation is the reverse of removal, so when connecting the battery, start with the positive lead, then hook up the negative. Make sure the terminals and all fasteners are clean. Tighten the fittings snugly, and don’t be afraid to use a small amount of dielectric grease to help prevent corrosion.

It takes just a few seconds to read the instructions included with your new battery (or other part), and following those instructions can help give your new battery a full life. With the prices of seemingly everything increasing all the time, getting up to five years of use out of a motorcycle battery is all the reason I need to own a trickle charger and use it on my new battery…as instructed!

Wes Fleming tried being a rock star for 25 years, but gave all that up to focus on motorcycles. His mother still hasn’t forgiven him. The first new motorcycle he ever bought got run over by a car – with him still in the saddle. He discovered BMWs thanks to a friend in 2001 and has been riding trendy, not-so-trendy and sidecar-equipped BMWs ever since. Wes currently holds down multiple jobs, including 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.

Topping up the charge on a brand-new battery isn’t always necessary, but when it is, it’s best to do it before installing the battery in the bike. Always charge batteries in a well-ventilated area, preferably out of direct sunlight. An Optimate 4 like this one will set you back about $85.

ONE TICKET

AND YOUR BMW MOTORCYCLE DREAMS COME TRUE!

It only takes one ticket. On October 28, 2023, the winning ticket will be drawn in the BMW MOA Foundation’s One Ticket and You Pick It fundraiser. The winning ticket holder will have their pick of any new BMW motorcycle in the lineup along with all the factory installed goodies. It’s a prize package worth $38,750!

Order tickets online for $25 each or get five for $100. Tickets are on sale through October 23rd at bmwmoaf.org or scan the QR code for easy ordering. You just might ride away on the bike of your dreams!

TH

RALLY RECAP

The 50th MOA National Rally by the numbers:

5,836 Attendees

3 BMW Motorcycles given away

8 Grand Prizes totaling nearly $16,000

7 Great Bands

128 Vendors

150+ Seminars and Special Presentations

$17,000+ Raised for Charity

1,000s of BMW Motorcycles

4 Days of Awesome

50 Great BMW MOA National Rallies!

Plus... Brewfest, Trivia Nights, Movie Nights, First Timers Happy Hour, Vintage Display, the Adventure Thrill Pit, Area Ride Routes and much more.

I must say, I’ve been to the BMW rallies many times before however, this was freaking awesome! Weather was perfect, the events were interesting, good entertainment, venues and friendly helpful vendors. I met new people and saw old friends. It was a fantastic time. Planning to attend Redmond, Oregon, for a cross-crountry trip.

Stephanie Johnson-Nichols

Thank you organizers, sponsors, volunteers and the nearly 6,000 brothers and sisters in attendance for making the 50th BMW MOA Rally one of the best I’ve experienced. See you next year in Redmond, Oregon.

Martin Lopez

Awesome Rally! Our youngest son joined us to see what it was all about. He took a demo ride and is hooked!

James Gregory

First timer here. What a great, great experience and time I had this past weekend. Comtemplating the crosscountry to Redmond next year.

Michael E. Callender

Now that was fun! First time out east for me. Rode the Dragon and Blue Ridge Parkway on my way out from Minnesota. I had a blast. Thanks to all for making this a great rally! Scott Blixt

Loved the Back of the Dragon, Virginia has lots of great ridin. The rally was wonderful, great seminars, vendors, weather was perfect and lots of fun connecting with friends new and old. Thanks for a great rally!

Norine McVann

It was great catching up with old friends and making new ones!

William Drysdale

Enjoyed the indoor vintage bikes on display. Learned a few things about the old 1930 and 1940 generations.

Mike Dobson

Great Rally! This was my son’s first rally and our three generations had a wonderful time. Thank you to all who helped make it a success.

Dave Long

This was my first BMW rally. I really enjoyed meeting and chatting with newfound friends. Couldn't ask for better weather or venue and the multitude of events was amazing.

George Kehas

With the sun now set on our 2023 MOA National Rally, we look forward to seeing you next summer in Redmond, Oregon!

My First BMW MOA Rally

By Dustin Silvey #224778

Photo by Bill Wiegand.

In recent research studies, LSD, more commonly known as acid, has been demonstrated to treat depression by removing the sense of individuality a person normally feels for a short period of time. In other words, it allows individuals to feel more connected to those around them and creates a sense of belonging within the world. Thus, interacting with like-minded individuals, in an open and safe environment, where stories can be shared, relationships can be built, and a sense of connectedness can be created is exactly what the doctor ordered.

Where might someone find this type of interaction? Well, for BMW motorcycle riders or any motorcycle rider for that matter, the BMW MOA National Rally might just be the perfect place. No matter where someone is from, their occupation, or their upbringing, everyone at a motorcycle rally has at least one thing in common: motorcycles. Regardless if someone just received their license or has been riding for 70 years, they can still attend the rally and share a story or listen to others. I recently had the opportunity to attend the 50th Rally in Richmond and perhaps like taking a hit of LSD (I honestly wouldn’t know), it changed my perspective on not only rallies, but the BMW MOA itself.

To attend the rally, I flew from Vancouver to Washington, D.C., where after a horrible train/bus/ Uber ride, I arrived to pick up a rented motorcycle. I had never ridden an R 1200 GS Adventure before, but since my G 650 GS Sertao itself has a seat height of 37 inches, I wasn’t all that concerned about the height of a R 1200 GSA. What I wasn’t prepared for however, was the smooth ride this bike offered. Either all the roads in the DC area had just been newly paved or this bike had the suspension found only in dreams! I didn’t even feel like I was on a motorcycle, this was some kind of floating car on two wheels.

Forest fire smoke filled the air and created an orange haze as I tore along the I-95 South on my R 1200 GSA. As traffic whipped by, I noticed another R 1200 GS in the right lane. After giving each other the acknowledgement nod of “nice bike,” he proceeded to pull in behind me. I thought, “This will be great, a little convoy equals higher visibility, safety and a bit of fun.” However, after only a couple of minutes, I noticed I lost my newfound companion somewhere back in the smoke. That was okay, I was sure I would find more friends along my route to the 50th. And of course, I did. Carrying on down I-95 S I met other riders who

pulled in behind me, but like my first meeting, after a few minutes they too would disappear. I wasn’t going all that fast, and I think I am a pretty good rider. Why was everyone leaving me? Something strange was going on.

A short while later, I arrived at the Meadow Event Park, and as I was taking off my gear another bike pulled in next to me. Danny was very talkative and we got chatting about all kinds of travel and motorcycles. When I told him where I was from, he suddenly put two and two together: “Oh you are THAT Dustin! I have been following your trip across Canada. Your wife is AMAZING!” After asking a few more questions about our cross-Canada trip, he then said, “Janel has been a real inspiration to me. I think, well, if she can do it after only having had her license for a month, then what is my excuse?”

His comment made me smile as this is what Janel hoped would come from that trip, inspiration for others to believe in themselves like she did.

“Is Janel here?” Danny asked.

I explained that we had just returned from Europe the week before and she wasn’t able to get any more time off of work.

“Well, that is disappointing, I would like to meet her,” he said.

“Next year when it is on our coast, she will be there,” I told him.

After going through Rally registration, I was walking back to my bike and recognized the first rider who pulled in behind me on the interstate.

“You were going way too fast!” he exclaimed when I asked why he didn’t stay with me for the ride.

“I was only going 100,” I said, rather shocked.

“The speed limit is 70. They will impound your bike if you are going over 80!”

Ahh yes, miles vs. kilometres. In my rather dopey state of mind after having slept only a few hours the night before my ride, I had forgotten that the bike I rented in the U.S. was of course registering miles per hour. While I was flying along at what I thought was 100 kph, I was actually traveling at 100 mph. Oops.

With my new understanding of how speeds work, I slowly weaved my way to the far end of the rally near the demo rides to park my bike. Noticing most people were just leaving their helmets, boots, and jackets lying across their motorcycles I thought I would do the same. There seemed to be no concern for theft here, which was fantastic; I was liking this already. Leaving my boots and helmet on my bike seemed strange, but hey, if everyone else is doing it, why not?

“The first time you do a thing is always exciting,” ~ Agatha Christie

Being early and on the first day, it turned out there wasn’t a line for the demo rides. I took full advantage of this and registered myself to take an F 850 GS for a spin. Right away, I knew I was going to enjoy this ride. Winston, the lead host for our group, gave his spiel about what not to do and what we should try to do. Instead of making it a very disciplined conversation, it was just more about how we can all have fun and work together to make it a great ride with the odd joke thrown in. Anita was my group leader, and she kept a great pace that allowed us to really test the bikes out but didn’t push us so hard that people felt like they needed to keep up. When we got back, I had already made up my mind that an R 1200 was more my taste. While I enjoyed the feel of the 850, to be honest, it felt like just a smaller R 1200 to me. I think if I was headed on more offroad, I would pick the 850 just for its maneuverability, but nothing in the GS category could beat that pillowlike feel of the 1200 on highway.

With my ride over with, I headed down to the vendor site to see what there was to offer. Out front, I was quickly greeted by our former MOA president, Reece Mullins. Reece and I had met at the MOA Fontana Getaway the year prior when Janel and I picked up her motorcycle in Alabama, and we became fast friends. After a quick chat, I left him to his last day as president as it seemed a lot of people wanted to chat him up and congratulate him on doing a great job as president.

After purchasing far more items than I needed from the vendors, I went to grab a snack and find a bench to sit back and relax in the shade for a bit. While I was enjoying my not-sohealthy cinnamon bun, a gentleman came and sat next to me. He looked at me for a moment while I stuffed my face and then exclaimed, “Your wife is Janel!”

“Umm yep,” I said, a little confused. He then went on to tell me how he had really been enjoying reading about Janel during our adventure.

“Is Janel here? I would love to meet her,” he asked.

I thought, "Wow, Janel really is famous here; she is missing out on being a superstar."

After explaining she couldn’t make it, we chatted about our trip, and he told me how much he wished his wife would ride with him. This came up time and time again while I was at the rally. People mentioning that “There is a special place in heaven for your wife,” or “How did you ever find someone willing to do all this stuff,” and “Janel sure is adventurous.”

If I didn’t already know how lucky I was, by the end of the 50th, I was well aware.

On the last evening I had some drink tokens and offered to buy Mark and Teresa, who were running all the seminars, a beer. They then of course bought me one instead of the other way around which seemed to happen often over the past three days. While sitting under the covered patio of the mansion listening to the bands play their hearts out, the three of us shared our stories. Mark mentioned he was told about 10 years ago that he had about six months to live. Speaking to him and Teresa, you would never have known they had had this hanging over their heads for years. They laughed about times when

Mark had passed out, or things weren’t looking good, but then he always bounced back. “Like a guest you just can’t get rid of,” they laughed. They had the best attitude about everything and really were living the time they have together to its fullest.

Throughout the three days, I met so many people that it would take me the whole magazine to tell you about them (let alone all the adventures I went on). “Grief Rider” shared his story of losing his family recently with others to help them see what they have. Anita, my demo ride leader, chatted with me about demo riding around the U.S. each night outside the hotel when I returned well after dark. My Polish friend I met when I parked my bike next to her tent each day helped me talk two riders out of riding back to their hotel intoxicated. At the contributors dinner I met some amazing people who love and really care for the Owners News and how it is a magazine run by members for members.

The more people I met the more I understood why the MOA exists. We are all part of a family, that not only loves motorcycles, but loves to share stories and experience. Really, we all have our stories and experiences. So, if sharing those stories can bring us together, then who needs LSD to fight depression? I will take an MOA National Rally any day!

See you all next year in Oregon. Yes, Janel will be there, too.

Dustin grew up in Quesnel, British Columbia, and began riding on the back of his father's motorcycle many years ago. He has a doctorate of Community Health with a speciality in Indigenous health. He currently works several contract positions with Indigenous organizations across Canada. Dustin's publication credits include The Globe and Mail, CBC, and Vice News, along with several extreme sport magazines such as Explore, Sidetracked, Canoe and Kayak, and Paddle Magazine.

Dustin and Janel currently live in Powell River, British Columbia.

crossing into mexico

By Katherine Becksvoort #222648

As the alarm sounded, I rubbed my eyes, feeling disoriented. I rolled over to silence it and remembered we were in Del Rio, Texas. We would be crossing the border into Mexico that day as we officially began our journey to Tierra del Fuego. I spied the to-do list on the bedside table. Most entries had been scratched out, with only a few last-minute items circled distinctly. I knew some would probably have to be let go.

Once out of bed, I pushed open the curtains of our cheap motel room and looked outside to make sure the motorcycles were still there. It had been a loud night, and we had gotten one of the last rooms.

As we packed our bikes in the early morning light, we reviewed our respective to-do lists as we started the day.

Nervousness and excitement filled my stomach with butterflies.  Passport–check.

Driver’s license–check.

Motorcycle title, registration and Mexican motorcycle insurance–check.

Keys, cell phone, wallet, charger–check.

Snacks and bottles of water–check.

After stuffing the bike covers into their holders, we discovered Brandon’s motorcycle seat had been a resting spot for a tomcat during the night, which left a smelly puddle on the seat. We rinsed it off and hoped for the best. What a way to start the day.

Rolling out to the border crossing, we stopped at a gas station to top off our tanks and grab snacks, skipping breakfast to get there as early as possible.

The flavors of the changing scenery, as well as the language of the people around us, had been pleasantly mixing as we got closer to the border. Brandon enjoyed being able to practice Spanish again. I studied French in school, so my language learning curve on this trip would be much more difficult.

After paying our $4 tolls to cross the Rio Grande, we waved at U.S. Customs and Border Patrol agents and rode through the gate to Ciudad Acuña, Mexico. We were immediately directed past the gate into a separate parking area, already full, around the back of the immigration building. We parked there and proceeded inside. This began our five hours at the immigration office, slowly moving from standing in line to sitting in chairs to standing again until we finally arrived at the counter—five hours of people watching, observing the joys and struggles of border crossings. People were waiting to visit loved ones, hopeful after a long time to see family again. Many were having their vehicles searched as they were filled to the brim with Christmas gifts for family and friends in Mexico. Mothers held squirming young children, giving snacks to keep them quiet while patiently waiting for their paperwork to be processed. Truckers were going in both directions, carrying cargo for businesses on each side of the border. Immigrants, hoping to enter the United States were sent back with large Ziploc bags filled with snacks and a water bottle. Everyone had a story.

Finally, we were stamped in and finished with our Temporary Import Permit, called a TIP, allowing us to legally bring our motorcycles across the border. Every country we plan to pass through requires its own version of the TIP, proving the bike titles were in our names and matched our passports. This legal document allowed us to drive a foreignplated vehicle through the country for a defined time before continuing to the next border, where another TIP would be issued. If the TIP timeline is violated, you cannot enter that same country again with another vehicle, and you could face fines. You may even have to surrender your motorcycle. The TIP assures the government you are not importing vehicles intending to sell them. Each

country has a different length of time in which you are legally allowed to stay within the borders; for Mexico, we were given 90 days.

Walking back to the R 1200 GS Adventures, we felt lighthearted, knowing the journey south to Ushuaia had officially begun, and our first international border crossing was behind us. Considering the lengthy delay at the border, we were happy to finally get on the bikes to continue navigating to our new goal for the day, Monclova, 200 miles further south. Hugging each other and taking a few photos of the motorcycles loaded with all our gear, we called our families to let them know where we were, then clambered onto the bikes to begin our

ride through Ciudad Acuña.

Not even half a mile from the border, we realized we were lost, after apparently taking a left turn down a one-way street. We were heading in the wrong direction despite our technology insisting it was the right way. Doing a U-turn on the narrow road, with cars moving around us in all directions while trying to communicate through our headsets brought stress in this new and busy environment. We both had differing ideas about the right way or whether we should pull over to reassess our maps. As the joy of foreign navigation on separate motorcycles began, we were off!

We arrived in Monclova four hours later and settled into our tiny hotel room, a

Secure and shaded parking for the motorcycles in Guanajuato, Mexico.

room half the price and twice as nice as the Motel 6 the night before. After securing our motorcycles in the gated lot and showering, we walked the neighborhood, looking for dinner. With feelings of joy and relief, we realized our first day was done, and we had made it somewhere safe. Our heavily-ladened motorcycles performed flawlessly through all the traffic of the busy border town, and we progressed south through the dust and desert of northern Mexico.

As Brandon and I have explored portions of Mexico before by motorcycle, we decided to ride through this part of the country quickly to allow ourselves time to explore other areas further south that are more difficult to reach. We also knew that exploring Mexico in the future was highly likely, so we headed south the next day through San Luis Potosí towards Aguascalientes, a city of nearly 1.5 million, where we had friends who invited us to stay for a couple of days.

Once in Aguascalientes, Marco Almaraz, President of the Iron Butt Association of Mexico, and his partner Elena greeted us with open arms and gave us a secure place to park the bikes, a comfy bed to sleep in, and delicious meals at their hostel Amigomotos. We were meeting Marco and Ellen for the first time while rendezvousing with another friend, Wendy Crockett and her husband Mike. Wendy is the first female winner of the Iron Butt Rally (2019), riding nearly 13,000 miles in 11 days, and a Guinness World Record Holder for long-distance motorcycle riding in both the United States and Australia. She is also a certified BMW mechanic. We were looking forward to spending time during the first leg of our trip with both old friends and a couple of new ones.

Over the next several days, through Marco’s connections and wealth of knowledge of everything motorcyclerelated in Mexico, I was able to order a new set of tires and have them delivered to Oaxaca, roughly 1,000 miles further south. We also had larger footplates welded onto our kickstands as the sand and soft soil had already resulted in a fall or two. Marco shared his Mexico “must sees,” which would prove to be invaluable during the trip. All of this while enjoying fantastic meals and touring the city in

Above, Sunset views of the streets of Mexico. Below, Brandon carefully watching the additional of a new kickstand plate on a Aguascalientes street.

one of his custom-built sidecar motorcycles.

Our time in Aguascalientes was one more of the threads we were weaving of experiences, sights and memories, connecting us with the web of other motorcyclists and travelers as we headed further south. Being on the road, the motorcycle community is completely dynamic and often unexpected. It can develop into the most amazing friendships and experiences if your heart and mind remain open to these opportunities and you are willing to help other riders and travelers in need.

We decided on a week-long language school in Guanajuato, an historical silver mining center filled with colonial architecture and a designated UNESCO World Heritage site. Riding into this city of 300-year-old polished cobblestone streets narrowly winding through tunnels and alleyways, my heart skipped a beat

with its beauty. The Central Basilica, built in 1671, is surrounded by brightly painted homes and buildings lining the steep hillsides that rise straight up from the valley floor. Once there, we found a quaint Airbnb with secure parking for the week, a must with our large motorcycles and all our gear.

Surrounded by a beautiful Mexican city for a few days, we walked everywhere to explore the markets, shops, hiking trails, cathedrals and street art, and immerse ourselves in the culture. Being open to asking questions, looking around, exploring areas and trying new things are all critical aspects of this adventure to Ushuaia. Slowly, the country evolves within itself. The food changes, the language and expressions begin to differ, and the topography goes from desert to mountains to lush forests, sometimes becoming an entirely different culture and region.

Improving our riding skills on the terrain before us posed many challenges. Just thinking about steep hills on slippery cobblestones still makes my hands sweat. Potholes could appear anywhere on both developed highways or small backroads. Watching for them was a must, especially those filled with dirt or trash, as a temporary fix. Most were just big holes. Of course, there were chickens, goats, cows, dogs, pigs and children around every corner, in addition to the vehicles you are passing or being passed by carrying precarious loads, often with bald tires. Roads can suddenly change with no warning from potholed pavement to gravel or dirt and go on for miles.

Countless “topes” (speed bumps) dot every road throughout Mexico. They can be painted brightly for you to see and identified with good signage, or more often completely disguised, as they are handmade in front of someone’s home.

Beautiful murals discovered while walking the streets of Angangueo at sunset.

The Central Basilica and other cathedrals from a viewpoint overlooking the valley of Guanajuato, Mexico.

Residents install them so passersby slow down to purchase their wares, such as chilled coconut milk, freshly cut fruit or homemade tamales. Decreasing your speed, sometimes hundreds of times a day, can increase travel time and add to the wear and tear on your motorcycle’s brakes and suspension, especially when you hit one at full speed!

After our week in Guanajuato practicing Spanish and realizing how much more work was needed in that department for my understanding, we continued south. Per Marco and Elena’s suggestion, we headed towards Angangueo, a village of more than 5,000 people in the central Mexican state of Michoacán. Nestled in a steep canyon in the high, lush-forested mountains at 8,500 feet elevation, we were finally experiencing what all motorcyclists dream of: curvy roads with few cars winding through small villages and

farms. We saw colorful laundry drying on fences in front of simple homes as we climbed into the higher elevations and out of the desert heat. We were thrilled. The air smelled cleaner here, the richness of the landscape, with overlooks popping out through the trees as the drippy fog burned off after the early morning rain, was what we had been looking for since leaving the bigger cities.

Angangueo is famous for being the jump-off point to access the El Rosario Monarch Butterfly Biosphere and Reserve. Brandon and I knew about this unique area by watching television shows about monarchs when we were younger, but we hadn’t realized traveling through this region would be timed so well. The butterflies return here from the United States and Canada yearly during the same winter months. They begin to arrive on the Day of the Dead and many Mexicans consider them to be the spirits of their

ancestors.

We left our small hotel early the next morning with our gear removed for a day trip. We rode up a steep, single-lane cobblestone road winding our way to the park entrance. I was giddy with excitement, not only about seeing the monarchs but because of the magnificent drive. The road was slippery, with rounded rock slabs placed long ago to make these high mountain villages accessible. We watched locals harvest corn by hand along the roadside and load horse-drawn carts to bring the corn back to town.

We parked at the end of the road, making sure to safely tuck away our helmets and moto gear on the motorcycles for the day, then placed our covers over the bikes to keep everything dry in case of rain. Many national parks in Latin America require you to hire a guide to protect the park and its beautiful assets

A roadside eatery in the high mountains in the state of Oaxaca. Truckers and other motorcyclists parked there were a good sign of good food found there.

and to provide local jobs while also giving the tourist a more enjoyable and educational experience.

We paid our small entrance fee and mounted horses, then rode even higher to a 30-acre area where monarchs return each year. The horses dropped us off in a clearing, and we hiked another half mile to a small pine forest where the butterflies congregate. Our guide whispered to us, in Spanish, that we needed to whisper, or preferably not speak at all, once we entered this zone, as noise disturbs the monarchs.

We turned the corner on the trail to see dark, duffel bag-sized clumps of hundreds of butterflies, with each cluster clinging to the branches of the trees, causing them to sag above us. The fog slowly burned off, with sunlight filtering through and warming the air. As their body temperature heated up, the butterflies lifted off into a swirl and flew around, looking for food and friends. Imagine millions of these winged creatures around you in the dappled sun—orange and black drops of color floating in every direction, some even landing on your outstretched arms.

This was a moment I will never forget, one that lifted my heart and caused tears to run down my face in the wonder of it all. It was endless beauty.

After a beautiful hour or so, we hiked back downhill to the park entrance with this experience in our hearts. Once there, we discovered our large BMW motorcycles had gained the interest of several young children in the village.

After a delicious meal from one of the nearby rustic family restaurants, we finished the perfect day by giving the kids rides around the parking lot before heading back down the steep rock road to the valley below and our hotel for the night.

On with the adventure!

Originally from Chattanooga, Tennessee, Katherine Becksvoort is a travel nurse based in Boise, Idaho. Before beginning her second career as an RN, she spent 14 years working as an outdoor educator throughout the United States, Canada and Alaska, leading backpacking, rock climbing and sea kayaking trips with teenagers.

Having completed solo hikes of both the Appalachian Trail and the Pacific Crest Trail, Katherine bought her first motorcycle, a BMW R 1200 GS Adventure, in 2016. She is currently on her way to Ushuaia.

Monarch butterflies at the preserve.

Don’t Tell Mom!

By John Kruzich #124124

This is a cautionary tale, a short story about what can happen if you decide to take your child on a spirited ride without providing guidance on how to properly relate the experience to his or her mother. You can fill in whatever relationship fits your needs, just know if not properly prepared, that kid will sell you out and not even realize it.

The author and his son sitting firmly in the seat of their R 1200 RT.

On the morning of July 2, 1981, I was 10 years old and riding on the back of my dad’s Suzuki GS450L. The cool air was thick with the sweet smell of fresh cut hay and clover. Farmers on tractors were trundling about their fields, crossing off the day’s chores. I felt bad for them, because the frenetic buzz from the little Suzuki twin was electrifying. This was way more fun than farm chores.

Like many folks from southern Iowa, we were en route to Missouri to buy fireworks to bootleg back home. Small towns along the way were festooned with American flags and starsand-stripes bunting. The holiday flavor was patriotism, but my mind was awash with explosive possibilities, wondering just how large of fireworks I’d be allowed to control this year.

My daydream, however, was disrupted by dad’s downshifts in preparation to turn south for our final descent into the Show-Me State. This particular road was popular for a straightaway of cartoonish proportions. The kind of road mere mortals cannot resist, and it wasn’t long before the phone poles were passing by faster than normal. Dad’s rule was for me to remain firmly planted on my seat, but I was pretty sure we were engaging in extra-legal speed. I needed to know just how fast we were going, so I tried to perform some CW McCall speed arithmetic in my head. Before I knew it though, curiosity got the better of me.

Stretching as tall as possible, fighting though tears and the buffeting of my old open-face Bell, the speedometer was barely visible over Dad’s shoulder and just creeping past 70 mph. This was big. I’d probably gone that fast in a car, but never on a motorcycle. My grin filled the helmet as we continued to accelerate. Stretching once again, head shaking, eyes tearing and cheeks flapping, I was just barely able to see the needle creep past 80. This time I couldn’t stop watching…81…82...83… he finally shut it down at 85.

It’s still unclear if that little 450 gave all it could or if Dad just came to his senses. Either way, I was beside myself. It was a watershed moment, akin to watching the space shuttle launch or getting my first kiss.

Given this recent development, fireworks had become a matter for another time. The rest of the trip was spent reflecting on how much of a badass my dad was and planning how to tell my friends. Or more accurately, planning how I was going to boast.

When we finally got home, I jumped off the bike sprinted to the house and called all my friends and some people I didn’t even like. Nobody was home, but you know who I could tell? The one person at the center of every young child’s universe. Mom! I was so excited: surely, she would be excited too!

Now, it’s fair to say I was a trying kid. I knew all mom’s buttons and could irritate her with surgical precision. I fancied myself a professional in that matter, and thought I’d witnessed every reaction in her catalog. I was wrong.

Upon our arrival, she was in the kitchen canning some early tomatoes. When I broke the news, all five feet four inches spun on her heels and said “What?” in a tone and volume I’d never heard before. Then in a similar tone and volume, she called my

dad’s name. Keep in mind, at this point, I still thought she was excited in the same way I was excited. She was merely calling him to the kitchen to congratulate him on broadening their son’s horizons.

Wrong again.

What happened next was a blur of slow-motion anxiety and confusion. It’s what I imagine soldiers encounter during an ambush. Here is what I remember...

Mom turned a dark, foreboding shade of red from the neck up. She hovered about six inches from the floor, and her head twisted completely around on her neck. Then she let loose a torrent of expletives so close to one another, they were each simultaneously indistinguishable and poignant. They were all directed about two feet above my head, precisely at Dad. It was at that moment the realization of what I’d just done to this legend finally occurred to me. This adventure was something I should have kept to myself. I’d sold him out.

To his credit, he stood there and took it like a trooper, but what happened next still haunts me. As Mom was giving Dad a world-class verbal bashing, I slowly began to slink away. Just a few shuffles, at first, so as to not draw fire. Once behind him, I slunk backwards to the hall and finally, once out of sight, sprinted to my room. Yes, it was wrong to leave him out there, defenseless in the face of the enemy. At the same time, I’d never seen Mom in that state and wanted no part of it. Her voice was still clear, in my room, on the opposite end of the house, with my door shut.

My dad and I didn’t talk about that day for over 35 years until I finally apologized. My mom overheard us, and she chewed him out again, though not in as impassioned a fashion.

With that lesson in mind, I always told my kids to keep firmly planted to their seat when we traveled on either of my old RTs. They were better listeners than me and thought it was merely for safety. I knew it was for information control.

I suppose there are a few morals to this story, and you can ferret those out as you wish. I just thought I’d take this opportunity to publicly apologize to my dear old dad and thank him for all the adventures, even for the ones we never told Mom!

John Kruzich (#124124), is a USAF retiree, former helicopter mechanic and brand new empty-nester. He started riding at age 12 on a tired 1976 Kawasaki KD100 then ran through a series of Hondas including a turbocharged CX650. He currently rides a 2005 R 1200 RT and a 2002 Yamaha XT225. John can currently be found working in logistics at Iowa State University while building savings, courage and his wife’s good graces, to ride to Alaska.

Been There, Done That?

I recently received the story below from member Ed Kolano (#15893). Although we’ve all probably read and heard “First Bike” stories from all kinds of riders (my own is in my first book), Ed’s seemed particularly evocative of those kinds of memories I’d bet many of us share…

I invented the chopper. Well, maybe its precursor. Or at least the “destructive modification” concept. Sorta. I was 12 years old in 1967, and mini bikes were the rage. A couple of my friends had them, but I couldn’t afford one, nor would my mother have allowed it. They’re dangerous. You’ll hurt yourself. And They’re too expensive.

One day I was hanging out in a friend’s garage, waiting for him to fire up his awesome mini bike—every mini bike was awesome back then—and hoping he’d extend a rare offer to let me ride it, when, scanning his garage, my underbrain must have engaged. It occurred to me that I was looking at just about everything I’d need to build my own motorized two-wheeler. In retrospect, build was not the right word, more like “cobble,” and that’s being kind.

He sold me an old Briggs & Stratton lawnmower engine for five bucks and an ancient, spiderweb-enshrouded bicycle for another five. All that was left for me to do was to assemble the kit. Of course, I would have to do it cheaply, since that $10 was about half my life savings.

I cut a square of wood from an old 2x10 I found behind my grandmother’s garage, drilled the four holes needed for mounting the engine and cut two notches to allow my motor mount to nestle between the bike’s forward down tube and seat tube. A couple more pairs of holes, and that custom mount settled into a horizontal orientation, secured by U-bolts fore and aft. Yeah, it sounds rickety, but I thoroughly tested it: wiggle, tighten the U-bolts, wiggle, tighten, replace the U-bolt washers with bigger ones, tighten, wiggle. Eventually, the wiggle was deemed small enough to declare success.

Another $5 to my friend won me a used centrifugal clutch and plenty of .035 chain. I bought a new master link. No safety shortcuts for me!

There was no way that little 1½ horsepower engine was going to turn the 27-inch rear bicycle wheel, so I needed a genuine mini bike wheel and sprocket. You guessed it, another $5 to my friend, and he threw in the axle, nice guy that he was.

Having depleted my cash reserves, I fashioned a fuel tank out of a quartsized, rectangular olive oil can. A drilled hole, scrounged fittings, tubing, and the tank hung unobtrusively, suspended by a couple of large hose clamps behind and below the original bicycle seat.

Modification time. I drilled out the bicycle’s original rear axle slots until the larger diameter mini bike wheel axle fit. There wasn’t much purchase remaining, but I figured it’s metal, it’d hold. Reversing the clutch and locating it as far outboard on the engine shaft as possible while still being able to secure it with the set screw, the alignment with the rear wheel sprocket wasn’t perfect but close enough. I kept the now-freewheeling pedals, because, well, where else would I put my feet?

Uh-oh, the chain rubbed along the chain stay (lower left-side tube between pedals and rear axle). Off came the chain, and out came the file. A cove about 1 ½ inches long, eating about half the tube diameter allowed the chain to pass through without rubbing. At least it wasn’t rubbing while hand-rolling the rear wheel.

With the mini bike wheel replacing the original bicycle wheel, there was no use for the original rear brake. Some cableshortening and re-routing, and that

right-hand brake lever became my throttle. Ha! Saved $5! The other brake still functioned on the 27-inch front wheel. The cobble was complete.

I prepared to fire up the B&S by wrapping the knotted rope around the start pulley (yes, that’s how old that engine was) and pulled. Hmmm, guess I didn’t tighten those U-bolts enough, because the entire platform rotated, leaving the engine tilting slightly to the left. More tightening, and OK, to be honest, I don’t remember how many rope pulls, carb adjustments and plug cleanings it took to get that antique running, but it did run eventually.

I was finally mobile, cutting quite the badass visual, tearing up the street at nearly 20 mph with an open-end wrench protruding from my back pocket (those U-bolts needed frequent tightening). My starter rope was tied around the handlebar that was now eye level, owing to the dimensional discrepancy between front and rear tire diameters.

That was a fun summer. I couldn’t keep up with my friends’ production mini bikes, but they couldn’t keep up with my cool. Cool that I lost when the throttle stuck wide open one day on a gravelly parking lot. Barreling toward the corner formed by the brick building to my left and the giant hedges to my right, my options were few. This was one of those time-expansion events when things happen ninja fast but you seem to have a lot of time to contemplate possible actions.

Neither attempting a turn or grabbing a handful of that skinny front wheel brake were viable ideas on that surface. My only option to avoid a collision (and avoid a beating at home—why did parenting then mean inflicting additional

pain when you had already hurt yourself?) was to kill the engine by flipping the grounding tab that was hinged to the cylinder head. It turned out that sticking my finger between the grounding tab and spark plug tip also did the trick, killing the engine immediately. The accompanying tasing convulsed me into a spasm that low-sided the bike and sent me sliding across that gravel at nearly 20 mph. One might think that wearing shorts and a tank top would have been a detriment here, but it did prove advantageous during the post-crash pebbleplucking from my bloody calf, thigh, shoulder, arm and hand. Whatever cool I lost by crashing was re-gained, with elevated respect from my buddies because of the gore that covered most of my body’s right side.

The bike survived better than I did. A quick engine realignment, throttle cable adjustment, rope start, and I was on my way home with an ironclad story about sliding into home for the winning run during a healthy, parent-approved game of sandlot baseball. A little

disinformation was sometimes necessary, you know, for the benefit of your parents’ mental health.

I had a lot of fun riding my pre-chopper that summer, at least until another low-side crash ended with the bike on top of me with the muffler etching into my inner thigh. Yup, still shorts and tank top. My helpful buddies yanked the bike off me, along with about three square inches of cooking flesh. Unable to contrive a parent-sanctioned event mishap for this one, I had to fess up and admit that my mother was right: I did hurt myself. But it wasn’t because the bike was dangerous—I was dangerous. However, she was wrong about the “expensive” part, because I sold the contraption for the same $20 investment even before the muffler burn scabbed over.

What’s your first bike story? Why not share it with our members? Send it to me at ron.davis@bmwmoa.org or to Bill Wiegand at bill@bmwmoa.org. Photos are always great, too!

Ron Davis has been a rider, off and on, for about 50 years. Over that period, he’s also squeezed in a full-time career as a high school English teacher and later, a university professor while also working as a social media writer for the Northwest Ontario tourism industry and as an Associate Editor for BMW Owners News. His writing has been featured in a host of motorcycle magazines, and his essays have been broadcast frequently on Wisconsin Public Radio’s “Wisconsin Life.” He has also authored two books on motorcycling, Shiny Side Up and Rubber Side Down, published by Road Dog Publications (roaddogpub.com).

Low Strung

I just got a massage, a really good… long…thorough…deep-tissue massage—the kind that leaves you in an altered state of consciousness. I’m not talking about mere physical relaxation, although that’s obviously part of it. This experience also includes a psychological shift that compels one to put multiple ellipses in the very first sentence of an explanation. Everything is slooowed waaay down. My gait is different. My speech is different. I sit and stand and gesture differently. I’m not tired or sleepy. My mind isn’t dulled or sedated. Actually, I feel sharper than when I’m frantically trying to multitask a halfdozen chores in the name of efficient productivity. Why would this make me think of my R 1250 RS while driving home from the massage therapist’s studio?

The big boxer is certainly not slow. It holds up the sporting end of its “sporttourer” designation quite well, with refined muscularity on tap all across the tach and impeccable handling manners in most any street riding environment. Sure, it’s heavy compared to the long list of frenetic, featherweight crotch-rockets I’ve owned in years past, and its steering isn’t as nimble or precise, but those machines would inflict misery within the first hour of saddle time—usually before I’d even reached the twisty roads where they’d finally shine like a brilliant flare,and leave me feeling burnt to a crisp by late afternoon. Sport bikes are demanding, even as they deliver thrills. Steep rake and short wheelbases allow skilled and confident riders to change direction with blinding speed and little effort, but they also require riders of any denomination to exercise continuous oversight as their noses dart away from center in reaction to the tiniest errant input. These same bikes possess acceleration and braking capable of compressing eyeballs or launching them out of their sockets, all great fun (unless

you’re an eyeball), but try to maintain a near-legal speed on the highway and such motorcycles will constantly strain to go faster, with sneering taunts that the two-digit zone on the speedometer is only for cowards.

Even so-called sport-nakeds can make me feel I’ve grown old, weak and fragile. Among the other bikes in my garage sits a heavily modified ‘07 KTM 990 SuperDuke. It’s considerably lighter and faster than when it left Austria, but nowhere near as powerful and sophisticated as its modern-day descendants. It’s a true hot-rod that always felt like an exceptionally good fit for me in terms of its ergonomics and handling characteristics. I’ve been intoxicated by its bottomless grunt, and have even developed respect for its weird aesthetics. It was my favorite motorcycle of all time and I expected to keep it forever. Until now. As I’ve grown accustomed to the RS over my first year and a half of ownership, I’ve lost much of my taste for the SuperDuke. I can still revel in the KTM’s many expressions of immediacy, but its stiff suspension beats me up, its seat is too tall, its accommodations are too Spartan, its roar is too loud, and its intentions are too narrowly focused. It is an angry, high strung, wild beast and I am not. I never really was, but now I don’t even have the aspiration.

Thinking back to my massage, the therapist scolded me for doing too little stretching and not using my rollers as I should. I protested half-heartedly, like when my dentist raises doubts about how regularly I floss, but we all know I’m guilty as charged. The evidence in this case was how unyielding my muscles were under the therapist’s hands, which also meant her pressure yielded a lot more pain. As my eyes teared up, she chided me for harboring secret pride about this bodily feature, just like the college athletes on whom she works, and whom she educates about higher level

athleticism: To be as strong as possible, as fast as possible, as agile as possible, bodies must be limber and relaxed, tensing only those muscles currently needed and then quickly releasing them back to a soft, pliable state of rest. I’m most definitely not such a creature, but while the musclebound stud with a rock-hard body looks and feels impressive to the unenlightened, he’ll be among the first injured, and the last to win any awards for grace. He’s way too high strung physically—and probably psychologically, as well, since he likely has no time to exercise (pun intended) the patience and humility involved in stretching and rolling; those activities just don’t have the macho glamour of pumping iron. This is how the SuperDuke seems to me now, despite the fact it’s much more civilized than the racer-replicas that preceded it. The KTM is perpetually impatient, brash and raucous. Whenever it escapes the confines of my garage, it wants to flex, romp and stomp, and it demands its rider join in.

The RS, by contrast, is low strung.

The Beemer has nothing to prove. Although it has even more horsepower than the SuperDuke, it’s content to leave most of its tremendous strength unused when its unneeded. While its contours are both elegant and slightly menacing, it doesn’t scream, “Look at me!,” like the KTM’s origami styling and bright orange frame. The RS cradles its rider in comfort, rather than intimidating him or her with its raw brutality. Throughout my halfcentury as a motorcyclist, I’ve associated high performance with certain types of suffering. It has always been a tradeoff—one Younger Me accepted enthusiastically. Not-so-young Me at least accepted it willingly in somewhat diluted form. Older Me, having now experienced a motorcycle that doesn’t require such compromises, isn’t keen on making those familiar sacrifices any longer. I

don’t want a bike that’s easygoing and fun to cruise around on, but then can only muster anemic acceleration and sluggish handling when I feel like riding briskly or need to take evasive action in traffic. I want to know my motorcycle can perform like an elite athlete, but won’t test my fitness on every ride. This is just the latest aspect of the RS I’ve come to love. Its muscles are soft and slack until I call upon them. Then, and only then, are they instantaneously responsive, taut and forceful, with cat-like reflexes (make that a really big cat) and impressive competence. Even sitting in my garage, its understated beauty delivers sensual delight without a hint of bravado or conceit.

One way to describe the low strung character is by contrasting the feeling of excitement with that of well-being. There’s certainly nothing wrong with excitement; in fact, it’s a necessary ingredient in the recipe for human happiness. It’s just not sufficient by itself in the long run. In the realm of motorcycling, I mean “long run” in two ways: a) over the course of a lengthy ride, and b) over the course of a riding lifetime. A sense of well-being is more comprehensive and never gets old. It can include moments of exhilaration, but they’re the proverbial icing on the cake. Other, more substantive factors form the foundation, like a solid sense of security, wide ranging abilities, and reliable stability across diverse situations. Whether we’re talking about a machine or a human being, these are the kinds of qualities that grow more valuable and deeply appreciated over time. Excitement, on the other hand, can become tiresome and disappointing.

We bond with our motorcycles in large part because we imbue them with human personality traits. We might be fond of Bike X because we enjoy its affable nature, in spite of—or perhaps

because of—its utter lack of concern for advanced technology or high performance. Such motorcycles inspire us to eschew the constant pressure to do more and more, better and better, on the treadmill of “progress.” Another kind of bike, like my old KTM, offers us the chance to participate in its brawny, hyped-up intensity, which can feel glorious to a couch-potato, a little guy who’s been scrawny all his life (me), or a woman who wants to enjoy the thrill of stereotypically masculine power. Of course, motorcycling offers a broad spectrum of special-purpose machinery to offset any Walter Mitty’s self-consciousness about perceived deficiencies. At this point in my life, I’m most interested in something like “completion,” probably because I’ve found it so elusive. I want to integrate disparate parts into a coherent and satisfying whole. The low strung athleticism of the RS does exactly that.

While there are more specialized motorcycles that will handily outperform the RS in this or that domain, such exalted capabilities are overkill for someone with my levels of skill and ambition; what I can’t use is moot. As a street bike, my Beemer is a genuine jack-of-all-trades. It’s happy to ride at a relaxed pace without nagging me to wick it up! It’s happy to hustle vigorously through mountain curves, limited only by my meager talent and increasing sense of mortality—and it participates in these challenges without criticizing me, even while supplying copious room for me to improve. Lastly, it’s happy to be my friendly companion for a whole day or a whole week, tending to the declining tolerances of my aging body without calling attention to any such frailties.

Those who’ve been reading this column since my purchase of the RS may be growing weary of me extolling its virtues. Actually, I’m certain the praise

I’ve bestowed upon it could just as easily be directed toward many other fine motorcycles, maybe including your own; I simply haven’t owned those bikes. I also figure this is the MOA, after all. If I can’t gush about the wonders of a BMW here, something’s very wrong. I never would have expected a massage to trigger a new conceptualization and fresh appreciation of yet another dimension of my Beemer’s greatness, but I’m glad it did and hope these revelations never end. A person can’t feel too much gratitude.

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.

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“My 2023 R 1250 GS Adventure is my first BMW motorcycle and while the motorcycle is an engineering marvel with fantastic fit and finish, I’ve found the community of BMW owners to be the best side effect of the purchase.

Since my purchase and while tooling around, I’ve had current and former BMW owners pull up and welcome me, or just stop to chat. I feel very fortunate to be a part of this community and am thankful that organizations like the BMW Motorcycle Owners of America are there for education as well as providing a community of expertise from which to draw from!

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Brian Schmid Cocolalla, ID

Stan Schumann Roebuck, SC

Andy Seitz Olympia, WA

Joe Shamblin Bahama, NC

David Shanks Lima, NY

Nick Sherriuse Cantonment, FL

Andrew Shipman Nashville, TN

Simon Shipp Dallas, GA

Hardeep Singh Tallahassee, FL

Gaurav Singh Windsor, ON

Don Smith Apple Valley, CA

Mark Smythia Nashville, TN

Ryan Snow Burlington, ON

Kurt Snyder Northfield, VT

Kim Sommer Bloomington, IN

Josh Sousa Medford, MA

Jay Spare Scarborough, ON

David Spice Westfield, MA

Troy Sprout Hendersonville, TN

Rob Stanaker Ottawa, IL

Brian Stewart Harvest, AL

Robert Stovall Nanoose Bay, BC

Nathaniel Stowe Ogdensburg, NY

Steve Sutherland Chandler, AZ

Brian Swartz Nashville, TN

Stefan Szell Silver Spring, MD

Steven Tan South Holland, IL

Stephen Tatasciore Coopersburg, PA

Therance Tchangou Columbia, TN

Trey Thompson Grand Junction, CO

William Tregaskis Buffalo, MN

Mickey Trujillo Kailua, HI

Dean Turczyn Alexandria, VA

Donald Tuscany Waunakee, WI

Michael Tutolo New Kensington, PA

Chris van der Heijden Beaverton, OR

Roy Vankirk Whitehall, NY

Oscar Videla Miami, FL

Juan Villegas Burbank, IL

Stephen Viltrakis Carlotta, CA

Joan VonDras Richmond Heights, MO

David Waldron West Linn, OR

Nicole Wardstrom Pitt Meadows, BC

Roger Waterhouse Wetaskiwin,AB

Mark Watson Lynden, WA

Michael Way Yukon, OK

Mason Weaver Georgetown, TX

Pamela Weber Andover, MN

David Wentworth Martinez, CA

Dani White Waterford, MI

Richard White Selkirk, NY

Bruce Whitehead Hesperus , CO

David Whiting Crawfordville, FL

Brian Wiles Horseheads, NY

Ronald Williams Richmond, IN

Kevin Wu Issaquah, WA

Christine Wulff Earlysville, VA

Alexander Zaky Mahwah, NJ

Steve Zarwell Rocklin, CA

Mark Zeiner Loveland, OH

Bojan Zivkovic Westchester, IL

Introducing the WunderLINQ

Handlebar control of your phone

Motorcycle per formance and fault data

USB power por t

by

Over 40 essays, features, reviews, profiles and memoirs focusing on the two-wheeled life from the author of the acclaimed Shiny Side Up.

I’ve enjoyed Ron Davis’s columns and stories for a long time…he does what all the best motorcycle writing does: he makes you wonder why you aren’t out there riding your own bike, right now, except during the long Wisconsin winter, when his work simply helps you stay sane until spring.”

—Peter Egan,

The best books on motorcycling and adventure travel

ISBN 978-1-890623-74-6, Softcover 252 pages, $19.99 SRP

Author of Leanings 1, 2 & 3

Find an Event near You

10/6/2023 – 10/8/2023

BMW MOTORRAD DAYS AMERICAS 2023 AT BARBER VINTAGE FESTIVAL Leeds, Alabama bmwmotorcycles.com/en/ experience/100years

10/9/2023 – 10/13/2023

FALL SMOKY MOUNTAIN MAGIC TOUR

Fontana Dam, North Carolina becky.smith@bmwmoa.org

10/12/2023 – 10/14/2023

GS TROPHY US QUALIFIER BMW Performance Center Greer, South Carolina

10/13/2023 – 10/15/2023

COLONIAL VIRGINIA MOTORCYCLE RALLY

Wakefield, Virginia president@bmwmchr.com

10/13/2023 – 10/15/2023

48TH FALLING LEAF RALLY Steelville, Missouri rally-coordinator@gatewayriders.com

10/28/2023

4TH ANNUAL MOTORCYCLE RIDERS OF THE EMERALD COAST SWAP MEET Pensacola, Floriday srome@cox.net

10/28/2023 – 10/29/2023

OCTOBERFEST

Manchaster, California tourcaptain@bmwnorcal.org

11/02/2023 – 11/05/2023

GOAT ADV MOTOCAMP TOUR

Langley, Oklahoma jgifford@bmwmoa.org

11/3/2023 – 11/5/2023

53RD SOUTH-CENTRAL BMW OWNERS REUNION Fayetteville, Texas vp@bmwclubofhouston.com

11/16/2023 – 11/18/2023

ROCKFEST AT CROSS BAR RANCH Davis, Oklahoma jgifford@bmwmoa.org

2024

1/11/2024

BMW RIDERS OF NORTHEAST FLORIDA WINTER RALLY Live Oak, Florida rallychair@bmwnef.org

4/6/2024

2024 RTE NORTHWEST TN, EAGLE BOAT TOUR & BOYETTE’S EAT CATFISH Tiptonville, Tennessee captrehkopf@gmail.com

4/14/2024 – 4/28/2024

IMTBIKE CELEBRATION TOUR OF SPAIN FOR BMW MOA MEMBERS Madrid, Spain tours@imtbike.com

6/13/2024 – 6/16/2024

RIDIN’ TO REDMOND NATIONAL RALLY

Redmond, Oregon membership@bmwmoa.org

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

COLONIAL VIRGINIA MOTORCYCLE RALLY

October 13-15, 2023

Come join the fun and celebrate with us at the BMW Motorcycle Club of Hampton Roads 46thh annual rally.

All makes of bikes are welcome. This year’s Rally will be at the same location as last year, the 4-H Airfield Conference Center at 15189 Airfield Rd, Wakefield, VA, 23888 (36º 54’ 58.85”, -77º 1’ 40.95”). We will be in the Point Yancey Building and the surrounding grounds.

Rally registration includes 2 nights of tent camping, Friday and Saturday dinners, free flowing coffee and tea, door prizes, and a field event. There will be live music Saturday along with a campfire. For those looking for non tent options, contact the 4 H Airfield Conference Center at (757) 899-4901 as they have several other lodging options. This rally is known for our great food and wonderful company.

For more information contact rally@bmwmchr.com

EDITORIAL

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

CONTRIBUTORS

Steve Swanson, Adam Chandler, Mitch Miller, Gary Loomis, Dana Locatell, Doug Baker, Terence Hamill, Steve Ladd, Wayne Jacobs, BMW Motorrad, Matt Wank, Mark Barnes, Matt Parkhouse, Wes Fleming, Dustin Silvey, Katherine Becksvoort, John Kruzich and Ron Davis

SALES & MARKETING

MEMBER SERVICES MEMBERSHIP

Advertising Director CHRIS HUGHES | chris@bmwmoa.org

Business Development Director CHAD WARNER | chad@bmwmoa.org

Executive Director TED MOYER | ted@bmwmoa.org

Membership Associate TONYA MCMEANS | tonya@bmwmoa.org

Digital Marketing Manager RAY TUBBS | ray@bmwmoa.org

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

Chief Operating Officer BECKY SMITH | becky.smith@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.

BMWMOA.ORG

BMW ON (ISSN:1080-5729) (USPS: 735-590) (BMW Owners News) is published monthly by BMW Motorcycle Owners of America Inc., 2350 Hwy 101 South, Greer, SC 29651. Periodicals postage paid at Greer, SC and additional mailing offices. Opinions and positions stated in materials/articles herein are those of the authors and not by the fact of publication necessarily those of BMW MOA; publication of advertising material is not an endorsement by BMW MOA of the advertised product or service. The material is presented as information for the reader. BMW MOA does not perform independent research on submitted articles or advertising.

POSTMASTER: SEND ADDRESS CHANGES TO BMW ON, 2350 Hwy 101 South, Greer, SC 29651 ©2023 by BMW Motorcycle Owners of America Inc. All information furnished herein is provided by and for the members of BMW Motorcycle Owners of America, Inc. Unless otherwise stated, none of the information (including technical material) printed herein necessarily bears endorsement or approval by BMW MOA, BMW NA, the factory or the editors. The editors and publisher cannot be held liable for its accuracy. Printed in the USA. Volume 53, Number 10

Close Call!

Steve Bauman (#154804) had his new Insta 360 camera mounted on his bike while riding near Lake Berryessa in northern California and captured this amazing image.

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 $109 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.