Jul / Aug - BMW Motorcycle Club of Pretoria, South Africa

Spoke
`n
P iston
Vol 8 No 4
July/August 2003
Comment
HOW DID WE EVER MAKE IT?
(Jaco Campher with slight adaptation by Henri Heyns)
According to today’s regulators and bureaucrats, those of us who were kids in the 40`s, 50`s, 60`s, 70`s, or even the
early 80`s, probably shouldn’t have survived. Our cots were covered with brightly coloured lead-based paint, the
slats were apparently too far apart, and there were no bumper pads. We had no childproof lids on medicine bottles,
doors and cabinets, and when we rode our bikes, we had no helmets, not to mention the risks we took hitchhiking.
As children we would ride in cars with no seat belts or air bags. Riding in the back of a bakkie on a warm day was always
a special treat. We drank water from the garden hose and not from a bottle. Horrors! We sampled cake batter and dough
with raw eggs in it, and survived. We ate cakes, bread and butter, ice cream, and drank cold drinks with sugar in it, but
we were not overweight because we were always outside playing. We shared one soft drink with four friends, from one
bottle, and no one actually died from this.
We would spend hours building go-carts out of scrap and then rode down the hill, only to find out we forgot about
the brakes. After running into the bushes a few times, we learnt to solve the problem. We would leave home in the
morning and play all day, as long as we were back when the street lights came on. No one was able to reach us all
day. No cell phones. Unthinkable!
We did not have play stations, Nintendo 64, X-Boxes, no video games, DSTV, video tape movies, surround sound,
personal computers or Internet chat rooms. But we had friends! We went outside and found them. We played ball and
sometimes the ball would really hurt. We fell out of trees, got cut, broke bones and teeth, and there were no claims from
these accidents. They were accidents. No one was to blame but us, remember?
We had fights, punched each other, got black and blue and learnt to get over it. We made up games with sticks and
tennis balls, ate worms and although told that it would happen, we did not lose many eyes, nor did the worms live
inside us forever. We rode bikes or walked to a friend’s home, knocked on the door or rang the bell, or just walked
in to talk to them.
Not everyone made it into school teams. Those who didn’t, had to learn to deal with disappointment. Some scholars
weren’t as smart as others, so they failed. Horrors! Tests were not adjusted for any reason. Our actions were our own.
Consequences were expected. If we were spanked at school for some misdeed or other, we took pains to hide it from our
parents otherwise we would get more of the same at home. The idea of a parent bailing us out if we broke the law was
unheard of. They actually sided with the law. Imagine that!
That generation produced some of the best risk-takers, problem solvers and inventors, ever. Those years produced an
explosion of discoveries, innovations and inventions. We had freedom, success, failure and responsibility, and we learnt
how to deal with it all. Boys were boys and girls were girls and it was easy to differentiate between the two. If you are one
of them, congratulations. Although we had nothing compared to today’s youth, we had it all!

Techno speak for the not-so technical
Part 6
Lubricating Oils
[Henri Heyns, Bruce Meyers and team with answers
by David P. Beard of Caltex Oil (SA)(Pty) Ltd., JHB.]
Q1. During the fifties and sixties I remember motor engines not
being as long lived as now. A Morris Minor car, for example, was
hard pressed to give 60 000 miles of service without a major
engine overhaul, whereas today, an engine can clock 250 000
km without appreciable wear. Similarly, motorcycle engines those
days, possibly because they had no oil filters, were known
to give even less service during their lifetimes. Are materials so
much better today or is it due to better lubricants and lubrication?
A. In short, yes. Everything has improved - materials are harderwearing,
clearances and tolerances are tighter and the oil
package has much greater protection abilities. Improvements in
filtration systems have eliminated a lot of contamination, and even
the fuel has improved, with less contaminants and insolubles (that
could form varnishes).
Q2. What are the criteria for oils in modern motorcycle
engines? What should one look for in an oil?
A. Always the most important criteria are what the manufacturer
of the motorcycle recommends - both the viscosity grade and the
quality level. However, there is no danger in moving to higher
specification oil if the motorcycle is older and specifies an older
spec. Having said that, the biggest issue with motorcycle engine
oils compared to car engine oils is the inclusion of a wet clutch
on certain makes. This affects the frictional requirements in the
oil - although I understand that BMW has chosen the dry clutch
route.
Q3. Is it still necessary to change oil, especially engine oil,
at short intervals? We know bikers who change oil plus a filter
every 5000 km, whilst others change oil as soon as the slightest
discoloration is noticeable. Is engine longevity appreciably
extended hereby and does this procedure warrant the expense?
A. Once again, the recommendation of the manufacturer is
the gospel. If the specification is for 5000km drain intervals, it
has been specified for a reason and is worth sticking to. It is
noticeable, however, that drain intervals have increased over the
years due to cleaner burning engines and stronger oil packages.
It is possible to extend drain intervals on older vehicles but it is
probably worth investing in oil testing along the way. In terms of oil
discoloration, please remember that it is one of the oil's functions
to clean the engine and this dirt is removed when the oil is drained
and the filter is changed. The oil should get dirty; otherwise the dirt
is remaining inside the engine and forming deposits. I always use
the analogy of washing the dishes - if the dishwater is still clean
when it goes down the drain, the dirt must still be on the dishes!
Oil only needs to be drained when it can no longer fully protect
the engine or it is contaminated. The latter is something that the
vehicle owner will probably be aware of (leaking head gasket, etc),
but the former has normally been established by the manufacturer,
hence the recommended drain intervals. Draining the oil more
often is not really necessary unless the vehicle covers very low
mileage and then the oil should be changed based on time.
Q4. Nowadays motor manufacturers generally advise longer
periods of car/bike use before oil servicing is required. What
is the motivation behind this perception and does it not
fly in the face of the 'regular servicing is better' concept?
A. I think this goes back to the previous answer - materials, fuels
and oils are all improving and service intervals can safely be
extended. (The manufacturer is losing revenue with longer service
intervals, so they must have thought long and hard about it!).
Most customers want longer service intervals to save costs and
keep vehicles on the road for longer, and the manufacturers are
competing for this perceived benefit.
2
Q5. Synthetic oils are all the rage today due to its
perceived superior qualities over mineral oils. Is this true and
if so, why is it superior?
A. Synthetic oils are manufactured using a chemically produced
base oil instead of the (much cheaper) mineral base oil sourced
from crude oil. The main benefit of a synthetic oil is its oxidation
stability - its ability to resist high temperatures longer than a
mineral oil. The additives used in both base oils are pretty much
the same and depends on the quality level of the finished oil and
the oil company's preferences. The idea behind synthetics was
originally that they could remain in service for much longer than
minerals, hence justifying their cost. There are few manufacturers
that will actually allow this, however, but some users have chosen
to use synthetics anyway. I believe it is a personal choice based
on economics and preferences, and the arguments will rage on
for many years to come!
Q6. Given the considerably higher price paid for synthetic oil,
at what intervals should it be replaced with normal riding?
A. Once again, we would refer you back to the manufacturer of
your vehicle for this information. For example, BMW cars have
now specified that ONLY synthetics can be used in all their
vehicles (as long as the oil carries the BMW approval) with the
drain interval remaining the same!
Q7. Would a more regular oil change with a good quality
mineral multi-grade detergent oil (at an obviously lower price)
be preferable to longer periods of riding with synthetic
oil before changing?
A. I think this is covered in the previous answers - first check the
manufacturer's recommendations, then look at the economics.
Q8. Bikers are warned against the use of synthetic oil
in new machines before 10 000 km or so. Seemingly,
synthetic oil doesn’t allow the piston rings to bed in properly,
resulting in premature high oil consumption. Is this correct?
A. It is true that synthetics (and some of the very high quality
mineral oils) are so good at separating metal components that
bedding in of the rings may not take place fully. Most new vehicles
these days have been bench run to bed in so swapping to a
synthetic immediately is not too much of an issue. It becomes
an issue, however, when the engine is rebuilt and need to be
bedded-in properly. This is when a lower quality oil (NOT a lower
viscosity oil) is used to assist in this process. I would say that it is
safe to swap to synthetics after about 5000km of running in.
Q9. What about oil additives bought over the counter.
Do they really do what they claim and are there no
disadvantages to their use?
A. I am afraid that this is something I could talk for an hour
or two on! In short, when we formulate an oil it is blended to
be a balance of additives and base oil designed to meet the
manufacturers' specifications and the industry specification such
as API SL, etc. Obtaining these approvals can cost up to US$
1million per approval. If these aftermarket additives are good, we
will use them within our formulations already; if they are not good
or upset the balance of the oil, we will not use them. By adding
an aftermarket additive, the approvals are no longer valid due to
dilution, and the oil companies will walk away from any claims. The
oil companies openly indicate which tests their oils have passed
and where the testing was done. The additive companies are
very secretive about the testing procedures and results; they do
not have any industry approvals such as API, and I have yet to
find a manufacturer who approves of aftermarket additives. In our
experience, the best that we can say about the additives is that
they MAY cause no damage.
Q10. Are different oils recommended for air and water-cooled
engines? If so, what are the principal attributes of each?
A.Generally speaking, land-based vehicles have the same oils for
water and oil cooled engines; the difference comes with two-stroke
engines for boats and for land-based units. Air-cooled engines
generally run a lot hotter than their water-cooled partners, and

the oil becomes more of a cooling medium. This may lead to
increased oxidation of the oil - and the manufacturer will specify
an oil to deal with this.
Q11. There is a common belief that the more clogged a filter
becomes, the better it filters whatever is passed through it. Do
you agree? If not, how often should oil filters be changed?
A. It is true that as particles become trapped on a filter they act
as a second layer of filter material and can often remove smaller
particles. However, the manufacturer will have specified a filter
with an absolute rating that will take out all particles that could
endanger the engine. The danger of the filter blocking is that it
will go into bypass mode (if possible, otherwise oil starvation will
occur) and unfiltered oil will circulate throughout the engine. Stick
with the manufacturer's recommendations and don't "drain the oil
but leave the filter to next time". Often clean oil will loosen some
deposits and a clean filter will catch them.
Q12. Looking at gear oils, please explain what a GL
rating is. Why is it critical?
A. I talked about API approvals before, with API SL being the
highest petrol engine spec, and API CI-4 being the highest diesel
engine spec. API GL is the approval range for gear oils. Generally
speaking, API GL-5 is for diffs, and API GL-4 for transmissions.
Once again, an API GL approval requires a number of tests and
significant investment.
Q13. Many bikers do not believe in changing gear oil (ever)!
Others again maintain that a gearbox or differential 'breathes'
and that when cooling down, the air trapped inside causes
condensate to form which then runs down the inside walls,
causing a layer of water at the bottom of the unit, which
in turn causes corrosion. What is your viewpoint on the
advisability of changing gear oil and at what intervals?
A. I'm sounding like a stuck record! I would look at what the
manufacturer recommends and change gear oil based on that. It
is true that condensation eventually becomes water in the oil and
can cause a problem. The good news is that when the gearbox is
in use, the oil typically reaches 100 degrees C and the water is
evaporated off. Gear oil does degrade (slowly) and can become
contaminated and therefore should be changed on occasion. I
know that it can be a problem as the manufacturer didn't expect a
vehicle to last very long and didn't even provide a drain plug! (This
is the case with some older Triumph cars that I have, where the
diff doesn't have a drain plug - fill for life!). The fact that there is no
combustion occurring in the gearbox or diff (I hope!) means that
the stress on the oil is much less when compared to engine oils -
hence the longer drain intervals.
Q14. What is the difference between lubricating oil used
on petrol engines and that used on diesels?
A.There are a number of differences, but the main one is to
do with the contaminants produced when diesel burns. First,
there is the sulphur; when this burns, it produces sulphur dioxide.
When this combines with water vapour, sulphuric acid results
and can cause corrosion of engine components. Diesel oils are
manufactured with an alkaline base to absorb and neutralise
the acid. Secondly, the incomplete combustion of diesel fuel
results in soot, very fine particles of carbon. If these increase and
agglomerate in the oil, the oil can become thicker and sludge.
Eventually the oil becomes solid and engine seizure is not far
behind. Diesel oils have a dispersant added to control the soot
and stop it from agglomerating. Diesel oils will always be black on
draining; petrol oils will typically be a dark brown.
Q15. I have often heard of bikers using diesel fuel oil in
their engines as a flushing agent. After draining the old oil
they add a few litres of diesel. They don’t really run the
engine but turn it over a few times with the starter motor
to remove sludge and other impurities, then drain it before
filling up with fresh oil. Is this modus operandi recommended?
A. At Caltex, we don't recommend any flushing procedures, for
three reasons. First, engine oils have improved so much over the
3
years that the detergent additives can keep the engine spotless
from one drain to the next. If someone insists on flushing out the
engine, rather do it with the oil that they are going to use next.
Second reason is that the thinner product may hang around after
the flush and thin down the oil that is added. Lastly, a number of
engines have hydraulic lifters/tappets which trap oil in them. If the
flushing oil gets into them, it may not come out again, resulting in
incorrect valve operation and damage. There may also be an issue
with seals not being compatible with the flushing agent.
Q16. Some Japanese motorcycle manufacturers use an
integrated engine/gearbox arrangement whereby the engine oil
serves both units. Is this a workable arrangement over the
long term in view of the fact that engines normally run
on thinner oil than transmissions?
A. It certainly seems to work well, and these days, the viscosity of
the engine oil and gearbox oil is not that different. As I said earlier,
the issue is the friction characteristics of the oil that may cause
slipping in the clutch. Many vehicles have run successfully with a
common engine/gearbox sump, from the first days of the Mini!
Q17. Is there a danger in mixing mineral with full synthetic
engine oils at a service station? Could such mixing be tolerated
under an extreme emergency?
A.It is one of the requirements that all engine oils are compatible
with all others, whether synthetic or mineral and from different
oil companies, so, no, there isn't a danger in mixing these oils.
However, by topping up synthetic oil with a mineral oil, some of the
benefits of the synthetic will be lost in proportion to the quantity
of the top-up.
Q18. Where part-synthetic oils are concerned, what percentage
is mineral? Which lubrication function is addressed by
the synthetic portion?
A. In my opinion, this is more of a marketing drive than a technical
drive. Part synthetic can mean anything from 1% to 99%; there is
no spec for it. Different oil companies will market different benefits
from the use of the part synthetic.
Q19. Is the use of full synthetic oil, given its high price,
recommended for ordinary riding?
A. I think this has been covered in previous answers. It comes
down to personal preferences and economics. Sometimes users
reckon they should use the most expensive oil to protect a piece of
equipment that they just paid over R100 000 for!
Q20. What is the advantage of using synthetic transmission
oil over its mineral counterpart?
A. Similar issues to the engine oil, I think. There is a tendency
to "forget" about the gear oil, so a synthetic is a good insurance
policy.
Wanted
Articles, news items, anecdotes, experiences, stories,
jokes, etc. for publication in our newsletter. Everyone
knows something or has had an experience that he can
share with others. Pictures are also welcome.
If you have had an interesting or perhaps unpleasant
experience on holiday, on a trip or even at home, tell us
about it. If you wish to share a tip or give advice relating to
motorcycles or motorcycling, we would like to hear it,
Don`t be concerned about grammar, spelling, word choice
or such mundane matters. We will attend to that.
Afrikaanse bydraes is ook welkom.

As I See It…
The best shock absorbers
(Henri Heyns)
The other day I saw a biker going through a series of potholes at a fairly high speed. It was obvious
that he didn’t expect them or he would have taken evasive action. The bike bucked and shook a bit but
besides what must have been a severe jarring to the rider’s spine, nothing else happened. Our roads today
are littered with ruts, potholes, surface cave-ins and such other nasties. Every rider should expect to find them
everywhere and know how to handle them. What drew my attention to this occurrence is the rider’s inexperience
in traversing this obstacle. He didn’t make use of the best shock absorbers in the world — his knees! This is the
typical reaction of a car driver turned biker, where he expects the suspension and the seats to do all the work
whilst hanging onto the handle bars for dear life and hoping for the best.
The owner of a bikers` off-road driving school, featured prominently in this newsletter a few editions ago,
makes no bones about the importance of learning to ride out of the saddle. In fact, the first day of training at
his farm is spent almost entirely riding whilst standing up. One reason is the importance of learning to balance,
another is that the centre of gravity is lowered significantly from saddle height to that of the foot pegs, making
the bike more stable. A third reason is that your knees absorb most of the road shock when going through a
dip or traversing rough terrain. One could add a fourth reason and that is enabling one to stretch legs a bit and
rest a weary tail-end whilst on a long trip, without having to stop and get off. I’m sure one can think of even
more reasons for riding on the pegs, so to speak.
But is it safe to ride in this manner, the reader may well ask. The answer is both yes and no, depending on
the circumstances under which such riding is done. Of course, I’m not suggesting that you ride standing up,
but when going through a dip or over a hump, or once every half hour or so, at least give your quadriceps the
exercise. You may be surprised at how relaxing that action can be. Some guys might argue that standing up
doesn’t suit the controls arrangement on a bike as you hands then rest at an uncomfortable angle. That is easy
to rectify. Simply slacken off the control clamps on the handle bars, tilt everything slightly upward, retighten the
clamps and voilà, you can stand up as often as you like.
Another bit of advice when riding is to clamp the fuel tank between your knees. It immediately makes a
difference to your riding posture, your balance is better and it can help take the tension off your arms and
wrists.
Please bear in mind that stretching your legs this way should only be done when it is safe to do so. This means
a straight, windless, dry, level, even, traffic-free, tar road, whilst travelling at a reasonable speed. Remember
though that at no time should you take your hands off the controls. This latter action is only for world-class
riders and exhibitionists on TV.
Motorcycle Dealer, F&I Manager of the year
Bavarian Motorcycles earns the Accolades
At the 2002 Dealer of the Year awards function held
recently at Rovo`s Rail`s Capital Park Station in
Pretoria, Bruce Meyers and Bianche Booysen walked
off with the laurels of being the Top Motorcycle
Dealer and Finance & Insurance Manager of the year
respectively.
Both winners ascribe their success to embracing
excellence, an impatience with mediocrity, constantly
honing professional skills and being prepared to go
that extra kilometre to satisfy clients. They say they
believe in making clients of friends and friends of
clients.
4
Sharing their elation is Keith Dye, BMW MD in the
photograph left.

Tyres ‘n Bikes
(Donna Clausen)
I
was requested to write this article by Henri,
editor of Spoke & Piston, but must warn
you up front that you may not believe
it. I decided to change from road tyres to
‘knobbies’ in order to do more ‘back-road’
riding, i.e. gravel. It is there that the most
beautiful scenery is to be found; where your
heart-beat sky-rockets as you take on the
challenges and you sweat a brick when
trouble starts. I never liked company on the
road, anyway, and out there where hardly a
road rule exists, there is no greater freedom –
of spirit or adventure.
Off went the Bridgestones, which I had
always fitted to all my BMW’s. On these I
averaged 24 000-26 000 km on the rear and
close to 20 000 on the front. I had done
enquiries about which would be most suitable
‘knobbies’ and decided on the Conti’s. I was
warned that I would average approximately
8 000 k’s on the rear. My odometer read
54 560 the day the Continental TK66’s went
on.
I do both off-road (ask Jan du Toit of Country
Trax) and road touring with my GS 1150 and
travel to work daily throughout the year. Since
the toll-gate on the N1 has become a general
pain-in-the-neck to all who drive, especially
bikes, I altered my route to go through town.
Waterkloof Ridge to Rosslyn, to give you an
idea of stop-starts. Finally, the time came to
change tyres again – the odo read 74 100 -
an average on the back tyre of 19 540! The
front tyre was still good for another odd 100s.
Of course, nobody will believe this or there
is a chorus of ‘female driver, she probably
putts along.’ Not so! My philosophy has
always been, I drive an extremely powerful
motorbike. The power is there on the throttle
when I need it. So, to twist the grip and
generally drive badly as a result, merely
makes an idiot out of me. The power
ultimately lies in the size of the GS – rather
intimidating – I just go along for the ride.
I never really contemplated why I got such a
good mileage until Henri asked me to write
the article and include the reasons. So I
started concentrating on my driving:
5
>Do not drop the clutch on pull away –
smooth gear change
>Do not pull away at speed
>Do not chase robots – they catch you
along the line anyway
>Do not suddenly accelerate unless in
an emergency situation to clear potential
problems
>Use gear shifting for slowing down, rather
than yanking on the front brake
>Check tyres weekly and alter pressure
according to requirements – 0.8 for
serious sand, 2.5 for regular town and 3.0
with load
>Ensure suspension properly set per
requirements
>Ensure shocks always in excellent
condition
>Do not fiddle with the damping selection
unless absolutely necessary
>Keep an eye on road surfaces as a habit
– look approximately 20-50 metres ahead
to avoid unpleasant surprises like potholes
>If you travel a regular route at a
routine time, get to know the flow of the
traffic, which robots change rapidly so
accelerating between them is a waste.
When traffic becomes snarled slow down
in advance, avoiding sudden braking.
>Do not use the rear brake unnecessarily
– it chews rubber!
Then I thought, if I write all this down, most
will reckon that it is too much of a headache,
all these do nots. Well, the bottom-line simply
is be a thoughtful rider. Consider your bike
– we are riding BMW’s after all and they
deserve dignity – consider others. The rest
simply follows.
Dillon Meyers and Bianche Booysen from
Bavarian Motorcycles hold up the Continental
TKC 80 ‘Twinduro’ tyre that had done almost 20
000 km on Donna`s 1150 GS. Is this a record?

Tribute to BMW protective clothing
(Henri Heyns)
The other day, GS rider Tjaart Steenekamp was
knocked down by a minibus taxi, damaging his bike
and causing extensive injuries to himself. He reports
that had he not been wearing safety apparel, his injuries
may well have been fatal.
We Salute a Top Achiever
(Henri Heyns)
A lecturer in computer science, T.J., as he is commonly
called, was on his way to work when stopped
by a robot at Four Ways in Johannesburg. After pulling
off in the left hand lane and travelling at 40-50 km/h,
the taxi, moving over from the right hand lane with the
intention of crossing over into the ‘no go’ yellow linedemarcated
area, knocked him off his bike. In the fall
TJ broke both wrists, his right ankle and an elbow.
The erring driver drove on without stopping. Fortunately
a wide-awake lady driver followed the taxi and
took down the registration number. (The defaulter was
duly apprehended.) A male motorist helped drag the
bike to safety whilst another kindly lady took TJ to
hospital where he was kept for 2 days.
TJ was wearing a Systems 4 BMW helmet, a riding
jacket and breeches, heavy duty gloves and substantial
foot wear. The helmet visor was smashed in the
accident and the gloves destroyed, whilst the jacket,
although severely abraded, kept intact. J.J., now thoroughly
aware of the forces that come into play when
a rider is knocked down on tarmac, keeps emphasising
the importance of suitable protective clothing to be
worn at all times. This he says, is equally important
whether undertaking a long trip or just going for a test
ride or to the shop nearby.
Of equal importance is the quality of the riding
apparel. A terrific amount of research goes into determining
what types of materials are ideal for motorcycling
conditions, taking cognisance of protective characteristics,
longevity and wearing comfort in all types
of weather. Obviously the better type of protection
always costs more. That is a fact of life. But where
life and limb are dependent upon that piece of material
between you and the tarmac, should things go wrong,
any money you pay is cheap at the price. Therefore,
J.J. echoes the viewpoint that cheap equipment is
little more than worthless. Go for the best you can
afford. Frankly, I would go for the stuff BMW makes.
That’s the real thing. Your life may depend on it! Also
please remember that accidents happen very quickly
and unexpectedly and unfortunately, the rider always
comes off second best.
Sorry to hear about your mishap J.J. We all wish you
a speedy and complete recovery and look forward to
seeing you around some more – all in one piece again!
6
If you’ve ever visited Bavarian Motorcycles in Ockerse
Street, Pretoria, you will have come across a
beehive of motorcycle activity all over where staff
do their thing purposefully, speedily, efficiently, and
with a smile. One would therefore not be surprised if a
staff member from this company is selected by BMW
as a top achiever in one or other category.
Leonardo Spinola, known by everyone as Lennie, was
chosen from all dealers as Motorcycle Mechanic of the
Year for 2003. He is a wide-awake, charming young
man of 28 years, who matriculated in 1993 at the
Hillview High School in Pretoria, with the added distinction
of having been Head Boy at his school for
that year. A further feather in his cap lies in the fact
that he completed his trade test successfully to become
a qualified motorcycle mechanic after having served
only one-and-a-half years of his apprenticeship.
Apart from being a dedicated worker, Lennie is also
interested in soccer, baseball and cycling. He races
motorcycles to an extent but not seriously, is unmarried
and in his spare time helps his widowed mother at
their butchery in town somewhere. His life philosophy
is a declared impatience with mediocrity, hence his
exemplary work performance.
In appreciation of his outstanding performance BMW
treated Lennie to a whistle stop tour of Germany for a
week where he will visit, inter alia, the BMW Works,
attend a Rally, an exhibition, as well as visiting several
BMW dealers.
Spoke `n Piston, the club members and your colleagues
congratulate you on this outstanding achievement,
Lennie. You have earned it through hard work,
superior skills and an untiring desire of always giving
your best. May you continue to climb the ladder of
success until you reach the pinnacle in your chosen
profession. This recognition could not have happened
to a nicer guy and we all are proud of you!

Stunt rider madness
(Henri Heyns, excerpted from an article in Bike, February 2003)
In a British bike magazine it is reported that a young
American stunt rider visiting that country earns a living
by doing inter alia, complete somersaults on his 250cc
two-stroke machine. Mike Metzger, described as a 27-yearold
free style fanatic and self-confessed ‘Godfather of Free
Style Motocross’, made history by performing the first ever
motorcycle back-flip on British soil recently.
Older bikers will remember the famous Evel Knievel who,
in years gone by also enthralled spectators by jumping his
bike over buses parked alongside of each other. But that
was then and Mike wasn`t to be outdone by merely jumping
over more buses. No, he was onto something much more
daring than that. Everyone who follows the stunt riding
business will know that tricks like heel clicking of the
rider whilst in free flight is nothing new, so this lad from
southern California had to take something special out of
the hat.
A specially designed steel ‘kicker’ ramp 2,5 m high, built
at an angle that makes a ski jump look like a speed bump,
was used as a launch pad for the attempt. The run-up to
the 70º structure is a little more than 12 m, of which Mike
uses only about 30%. By the time Mike`s front wheel is
airborne, he`s leaning as far over the rear fender as his arms
will allow. With his head thrown back he rotates the 100kg
weight under him backwards. Halfway over the 15 m jump
he is completely upside down. At the landing end, after
travelling 10 m high through space, things also have to be
spot on and within a split second he`s back on two wheels,
landing softly and so controlled that it seems the easiest
thing to do. A jump like this has more to it than merely
hitting the ramp at the correct speed and then holding
on for dear life, Evel Knievel-like. Knowing that riders
are reacting and adjusting the bike`s attitude whilst in midair,
makes watching modern motocrossers fly even more
fascinating.
The American explained that he had attempted 26
consecutive back somersaults on his BMX pedal cycle
before mustering sufficient confidence to attemp it on a real
bike. Yet, he cannot explain how he does it. It must be in
your heart and head with plenty of practice to do a thing
like this, he says.
Has he ever come short on any of these escapades? Yes,
of course. Everyone learns the hard way. At a practice
some time ago he became unstuck and came down hard.
“Breaking my back was bad”, he is reported to have said.
“The broken femur was really bad, but breaking my jaw
and crashing five teeth has to be the worst pain of my
life. I couldn`t eat for three months”. Needless to say,
Mike now sports five gold teeth in his mouth, perhaps poor
recompense for all the pain and discomfort he`s had to
endure. Did he stop this foolishness after that? Of course
not. Otherwise this story could never have been written!
7
Veiligheidswenke vir wanneer ons ry
Nou-die-dag het iemand my gebel om `n afskrif te vra
van die veiligheidswenke wat Thys Leibbrandt `n
rukkie gelede aan ons gestuur het. Ek het dit goed
gedink om hulle sommer hierin weer te publiseer vir almal
se kennisname.
1. Moet nooit in die nag ry nie. Al die gruwels op die pad is
snags onsigbaar en kan jou doodmaak.
2. Ry in die middel van jou baan/pad. As iets verkeerd gaan
het jy meer beweegspasie om na links of regs uit te swaai.
3. As dit die vorige nag gereën het, kan jy verseker wees
van sand, opdrifsels en klippe op al die draaie. Menige
’ontbytryer’ het al so geval op `n Sondagoggend.
4. Alkohol maak mens lomerig. Op die lang pad sal koffie
of `n koeldrankie die dors les en jou wakker hou.
5. Moenie links van die geelstreep ry nie. Al die rommel op
die pad vergader daar, soos hierbo uitgewys. Vermy ook om
oor die trukaatsers of ‘katoë’ in die middel van die pad te ry.
Baie van hulle is beskadig en sny jou fiets se bande.
6. Reis met min bagasie. Daar is altyd die versoeking om
die kant-tasse te oorlaai met onnodighede. Op `n kort toer
pak eerder `n klein rugsak met die noodsaaklikste en los
die kant-tasse by die huis. Jy gaan lekkerder ry en minder
windweerstand hê, met beter petrolverbruik en hantering.
7. Gebruik oorpluisies. Windgeraas in jou ore en valhelm is
die grootste enkele faktor wat tot uitputting en verlies aan
konsentrasie aanleiding gee .
8. Veiligheidsmarge. Afhangende van jou vernuf, aanleg
en ervaring, bou vir jou `n selfopgelegde veiligheidsmarge
in jou rystyl in. Dit is binne hierdie 20-30% waarin
jy met relatiewe veiligheid drasties kan reageer om `n
noodtoestand onder beheer te kry. Ry jy op die rand van
jou vermoëns, verval hierdie buffer. In `n noodsituasie sal jy
verseker val - fantaseer in jou ergste nagmerries van `n band
wat bars, `n dryfas wat vasslaan of `n ketting wat breek,
diere wat uit nêrens in die pad verskyn, of die taxi wat die
bekende U-draai voor jou in die pad maak, en jy sal weet
wat hy bedoel.
Soos hulle in die bokskryt voor die geveg vir elke bokser
sê: “ Beskerm jouself ten all tye”.
Redakteursnota: Dankie Thys vir hierdie paar waardevolle
wenke wat jy vir ons laat kry het. Ek wil my graag verstout
deur nog een (en daar is baie meer) by te voeg:
9. Wees versigtig as daar in die reën gery moet word. Water
is bedrieglik in dat `n nat pad baie gou seepglad kan wees.
Buitendien kan jy nie sien of daar gate of diesel in die pad
is nie. Die sestienwiel vragvoertuie wat met `n groot spoed
na jou toe aankom in die reën gooi ook gewoonlik `n wal
water op jou met allerhande moontlike nare gevolge.
As daar lesers is wat iets tot hierdie lys wil byvoeg, is hulle
baie welkom om so te maak. Kyk op bladsy 9 vir die adres
waarheen bydraes gestuur moet word. Kom ons probeer om
hierdie lys volledig te maak. Ons wil graag van u hoor.

A sad, sad situation.
(J.J. vd Walt)
It was 9:30 in the evening, I had just arrived home from Cape Town, the weather was excellent, it was great
seeing old friends, the food was good and business went well. Most of you would envy me, the mountains,
the scenery and the natural energy in and around the Cape is always a refreshing change from the bleak and
dusty early winter days in Gauteng. The sad part though, is that I had to go and identify my stolen R1100 RT
at a Police yard in Stickland near Bellville.
But let`s start at the beginning. Earlier this year in March, I had to be in Cape Town for about four weeks
on business. March in Cape Town, the weather is always good and I decided to do the trip by bike. The
ideal opportunity to do a four-week trip, attend to business and meet up with friends for extended rides in
the mountains over weekends. The bike was serviced, new tyres, everything in order and off I went. Life can
simply not be better than this. In Cape Town I stayed at a guest house in Vredehoek with an amazing view
of Table Bay. Business went really well and although we had the normal teething problems of any electronic
system, the customer was ecstatic.
Until Thursday morning 13 March. The owner of the guest house woke me at around 6:30 for breakfast with
the sickening question: “Where is your bike?” With a nauseatingly hollow feeling in my stomach I already knew
the answer: Stolen, Sh..! The first thought is that it’s a sick joke, but soon reality sank in. It was parked there
last night and this morning it’s gone.
Think, think, think! Phone the Police and give them the details. Get one of my colleagues to pick me up and
go straight to the nearest Police Station to officially report the theft and give a full statement. Secondly, phone
the insurance company and give them the relevant details. Then the waiting begins, but it soon becomes apparent
that the chance of the bike being recovered is slim, very slim indeed. Never mind all the accessories like the
radio, intercom system, throttle control, and loose items in the panniers.
Fortunately I had to focus on business and the success of the project. This kept my mind occupied and being
a business trip I could afford to get a rented vehicle as well as an air ticket home the following week. (Just
imagine the expenses if this was a holiday !)
Back home the insurance investigator visited me and I handed over the relevant documentation including the
original and spare keys. They do not waste any time and the complete claim is settled within three weeks.
During this period there is still no news from the Police besides a request for a copy of the vehicle registration to
complete their files, (and I assume, to close the file with no suspects to warrant any further investigation.)
In the meantime I visited Bruce and Braam at Bavarian Motorcycles regularly to keep an eye open for a
replacement. Needless to say, it’s not long before a basically new 1150 GS is in the driveway. WOW, what
an amazing machine, the new six speed gearbox, the handling, the overall package. You only realise what
you’ve missed once you get to ride the latest models. A word of advice to all: Never take a new model BMW
motorcycle for a test ride unless you’re prepared to buy it, because you will. Simple as that!
Well, everything was mostly back to normal until the phone call on Monday morning 27 May. “We’ve found
your motorcycle at a shipping agent in Cape Town, disassembled and ready to be shipped to Angola.” An 1100
RT to Angola! They must be mad. Where will they ride it? Maybe I just don’t know Angola well enough
or maybe it’s because I only visited the sunny south of southern Angola in an unofficial, official capacity
in the 1980’s.
The insurance company paid for the return ticket to Cape Town and they also organised for a representative from
Auto Atlantic BMW to accompany me in order to collect the bike for possible reassembly. After all, the aim
was to reassemble it on the other side. They also confirmed that I may recover all the accessories not covered by
them under the insurance policy. After quite a wait and some paperwork the Police inspector lead us to where
the bike was “parked” in the corner of a store full of other stolen vehicles. What a horrific sight. The bike was
close to being completely stripped and it was immediately evident that the damage was severe. All the fairing
8

panels were damaged, the wiring harness cut, battery
acid leaked all over, etc.
We loaded all the parts and off-loaded it at the
designated dealer. (See picture.) Although I had the
luck of recovering all the accessories, I boarded the
flight back home in quite a solemn mood. Just the
thought of what the bike used to look like and
the current condition, was enough to induce severe
depression.
Well, life continues and I have to thank the insurance
company and SA Police for all the assistance and
effort they went to in order to settle the claim and the
follow-up work, which led to the recovery of the bike.
2. Sit down and make a detailed list of everything that
was stolen with the bike, no matter how small. Hand
this to the police. It will end up in the file and will
assist the investigating officer later on. (In my case
even a little leather bag from under the bike seat was
recovered).
3. The same goes for accessories fitted to the bike and
identifying marks on the bike. It all helps later on.
4. Accept the loss and move on as soon as possible. It
is no use living in the past. Buy another bike and get
back on the open road.
From This:
Herewith a few handy tips regarding insurance, general
safety and what to do if your bike is stolen.
Insurance:
1. Only use a reputable insurer. There may be cheaper
quotes, but will they deliver when you really need it?
2. Update the insured value yearly. Yes, every year.
Your insurance may actually settle on the retail value,
so verify this with them. The retail value of most
BMW motorcycles have actually increased over the
last two years and you stand to lose substantially if the
insured value is not updated.
3. Make sure that all your registration documentation
is kept safely at home (not under the seat of the bike.)
The keys of your bike deserve special consideration as
they need to be handed in. If yours get damaged at
some point, keep the damaged key. It all helps when
having to hand it to the insurance company. A lot less
explanation is required if all the keys are handed over.
General tips.
1. The risk of theft is fairly low when on holiday
and the bike is parked overnight. When it is parked at
the same venue for more than a couple of nights, be
careful, very careful. The thieves quickly notice this
and it gives them the opportunity to assemble a “crew”
to assist with the theft.
2. Invest in a disc lock, alarm system or even a tracking
system. Evaluate your own risk profile and then decide
which measures to implement. The insurance company
representative will surely assist with this.
3. Remove all personal belongings including the
panniers when parking the bike overnight.
In case of theft:
1. Contact the police immediately. Simply phone in to
report the theft. This already helps as the registration
and details are distributed immediately.
9
To this:
(Note the fuel tank in the
foreground. JJ`s RT is on
the right behind, with a
stripped GS on the left.)
Spoke`n Piston also appears on our website
at www.bmwclubs.co.za Visit us there and
become acquainted with the comings and
goings of our club, together with newsy bits,
information on new products, what is happening
on the motorcycling scene, etc. Please
send all articles, pics, comments, etc. to: The
Editor, Spoke `n Piston, P.O. Box 40422, Arcadia
0007, or E-Mail to: henrih@netactive.co.za
Indemnity
Although reasonable care has been taken to ensure
the correctness of all material contained herein, the
publisher cannot be held liable for any inaccuracies
that may occur or damage/loss sustained as a result of
advice given.
Club Address: Bavarian Motorcycles and
Accessories cc, 7 Ockerse Street., ARCADIA 0083
P.O. Box 23848, Innesdale 0031 Tel. (012) 323-4865/6
Fax (012) 323-1630 E-mail: bavarian@mweb.co.za

PRETORIA BMW MOTORCYCLE CLUB
2003 SCHEDULE OF EVENTS MONTHLY & LONG WEEKEND AWAY RIDES
MONTH Date/Day ROUTE/DESTINATION Kms ORGANISERS
Aug. 3 Sun Cars in the Park 50 Richard, Pieter de K.
Aug. 29Aug-7 Sep Most westerly point - Alexander Bay 3500 Mike, Pieter de K.
Sept. 7 Sun Rustenburg (Road & GS) 200 Brian, Pieter de K.
Sept. 24-28 Ride around (and through) Lesotho (Road & GS) 2000 Brian, Pieter de K.
Oct. 5 Sun Heidelberg Transport Museum (Road only) 200 Mike de W, Pieter de K.
Nov. 9 Sun Broederstroom, Hartebeesport Dam (Road & GS) 150 Brian, Pieter de K.
Nov. 22 Sat Annual Club Lunch 50 Committee
Dec. 5-7 Fri -Sun Golden Gate/Clarens (Road & GS) 1200 Deon, Pieter de K.
Dec. 7 Sun Tba
Dec. 13-16 Sat-Tue Mpumalanga 1500 Mike, Pieter de K.
Contact Nos.: Mike Hennessy - 0824103663; Deon Gericke - 0823368108; Adriaan Scheepers
- 0832698897; Izak Geldenhuys - 0825544879; Brian Cannoo - 0828537503; Andre Henrico -
0824114247; Herbert van der Wissel - 0824581886; Pieter de Koker - 0828295425
Recommended training:
GS - Country Trax Motorcycle Off-Road Riding Academy (beginners and advanced).
Tel & Fax (017) 753-1720, Mobile 083-669-7283, E-mail: ctrax@lantic.net
Road - BMW Rider Academy (beginners through the full spectrum of riding experience).
BMW Motorrad Rider Training Academy. Tel. (011) 805-7673; Fax (011) 805-3629
This events calendar also appears on our web page, and to make it easier for readers of Spoke
`n Piston to plan rides in advance without their having to page backwards and forwards through
the Web, is attached to this page of the newsletter. Please note that as the schedule is updated
throughout the year, readers are advised to rely only on the latest information. Please check with
the organisers before making a commitmernt.
“Shared riding pleasure whilst fostering fellowship by the safe, supportive,
responsible and courteous enjoyment of BMW motorcycles”
10