Category: Creative Work

My Right Brain at Work

Review: 1979 BMW 320i (E21)

I turned 15 years old in October of 1979 and started to learn to drive in my mother’s ’77 Buick LeSabre. Right about that time this 320i was on its way from Munich, West Germany to Salem, Oregon, where it was delivered to the original buyer, who ordered it probably several months beforehand, and yearned for it to arrive. They had specified several high end options (most of which later were bundled into a new model, called 320is at the end of the E21 run, when next 3-series, the e30 was on the horizon) such as Recaro sport seats, BBS wheels, wooden shift knob, A/C, and an upgraded handling package. All wrapped in such an awesome seventies Sepiabraun paint color.

My mom’s Buick had a ~5 liter V-8 (yet still seemed wheezy and sluggish, as all Malaise-Era Detroit machines did), the slushiest of slushboxes, and probably as much extra weight as this entire little BMW sports coupe. I really wanted a car like the 320i, with its nimble handling, sparse, but functional interior, forward-opening hood, and U-boat inspired red dash illumination. But instead I was driving a monstrous barge of a Buick, that could only top the little BMW in perhaps one index of performance: A/C output. I’ve always believed that the world’s finest air conditioners are provided by General Motors, wrapped by immensely mediocre vehicles. Mom’s Buick was that, to a “T”.

I read about BMWs in my father’s Road & Track, and Car and Driver magazines. The writers always proclaimed the BMW 3-series as “A Driver’s Car” with tales of delightful responsiveness and handling. BMW ads in those magazines told about how they hand-crafted every car, and manufactured in one year, as many cars as Detroit churned out every day. They built them carefully, and with perfection in mind. In other words everything my mom’s Buick could never be. Those little Bimmer coupes just seemed like such a cool compromise between a sports car, and something practical. You could put four or five average 1970s-sized Americans into one, and fill the giant trunk with luggage, or groceries, or BOTH, and still have fun driving it around.

Practical Fun!

Practical Fun indeed. It is clear the original owner loved this car. They made a few tasteful, period-correct modifications to it, including lowering springs, and replacing the Mahle-BBS gold/silver basketweave wheels with a set of Enkei silver basketweaves. The fog lights disappeared at some point; though wires and switchgear remain. The car spent its entire life in Central Oregon, and I even saw it from time to time when I was driving my son Nick to Bend High School circa 2011-12. The original Owner’s family sold it on Craigslist, to a guy in Portland. Shortly thereafter, that guy moved to Los Angeles for a new job and discovered that this car can’t be registered in California without some modifications to make it pass an emissions test (it is from the “49 State Car” era, when manufacturers made California-specific models.) Since it is a remarkably original car, he made the decision to sell it, on the then-nascent Bring A Trailer auctions. I bought it on a whim really. It was (relatively) cheap, and something that I had always wanted since those days of driving my mom’s Buick.

Up until a decade ago, I had never actually driven a BMW. Shocking I know. My garage had been mainly a Volkswagen sanctuary, with half of those being Diesels. I’ve driven Jaguars, Porsches, and a whole bunch of Mercedes-Benzes (including the 300sl), and a bunch of other machines, but for some reason BMW was something I’d yet to drive. That changed in 2011 when I not only drove a BMW, in this case the iconic successor to the 320i, the E30/325i, but this first driving experience was also on a racetrack, in wheel-to-wheel competition!

It was on that weekend that I finally experienced “The Ultimate Driving Machine”. It was worth the wait. I had a blast throwing that little coupe around the track. It was fast, fun, nimble, and everything I had imagined the BMW driving experience to be. The predictable and easily controllable oversteer was the icing on the cake. Mind you the interior was stripped to bare metal and I was surrounded by a roll-cage, so I wasn’t getting the full picture, but what I did get was as addictive as crack. I bought myself a BMW within a year.

When I saw this brown E21/320i on Bring A Trailer, I was inspired to bid on it. Not only because it was a BMW, but it was also an under-appreciated classic, and needed to return home to Central Oregon. Over the past several years it has become my favorite car for a Sunday drive. It never fails to bring a huge smile to my face. Sure, it is a tad under-powered, but it is a rocket-ship when compared to the cars I drove back in those days… the aforementioned Mom’s Buick, and the first car I ever called my own, a 1980 VW Rabbit Diesel. The Buick had nothing but bulk, and noise, and ice-cold A/C. The VW had 40 HP and a spare, Teutonic gestalt. It was like a tiny fraction of a BMW 320i. 0-60 measured in minutes, but a lot of room on the inside in a small, lightweight chassis.

What makes the 320i so fun to drive is it just feels so tossable. Like an extension of your mind, wrapped in a Paul Bracq sculpture. It is beautiful, practical, fun, and above all else, an icon of 20th Century Industrial Design. It makes all the right noises. It provides all the right feedback. What it lacks in sensuous curves and impracticality, it makes up in spades with functionality and fun. They’re from an era when “adding lightness” was on top of every automotive engineer’s mind – mostly for a shortcut to fuel economy, but the Germans did this better than anyone. They didn’t just shrink big cars, they designed small cars to be what they could and should be.

In other words, everything my mom’s Buick never was.

The car brings a remarkable number of thumbs-up and appreciative waves from a fairly wide demographic on the road and in parking lots. The color, the design, the 13″ wheels, and the quad headlights just proclaim to the world “Late Twentieth Century!” in such firm and Germanic language. Unlike the “Cindy” E30/325, and the “Marsha” 2002, the “Jan” E21/320 is late to being recognized for the prize it really was for BMW. It saved the brand, and was the first chassis to sell a million units for them. Sadly, so few remain, and especially those in such excellent, original condition.

Quick Review: ‘No Time To Die’

As I mentioned in my previous post I went to see the latest Bond movie recently. Linda was in Bend all day doing some sewing with a friend and suggested we meet to see the movie. It was showing at the McMenamins, an Oregon institution. They own several properties around Oregon (and now Washington too) where they have taken historical buildings from the early 20th Century and converted them into Hotels, restaurants, pubs, theaters, etc. When we travel around Oregon they are always our first choice for lodging, as each of their properties is an adventure. The one in Bend is an old Catholic parochial school, and includes a nice theatre that allows you to order from their full pub-food menu and enjoy beer, wine, and cocktails as you lounge in comfy old couches and loveseats to enjoy the movie. It is my favorite place in Central Oregon to see movies, but over the past year and a half, we haven’t visited, as it has been closed.

As I was driving down, I thought back to the last time I’d seen a movie in a theatre, and it was March 14th, 2020. I was in Portland to visit my sons Chris & Nick. Chris had taken the train down from Olympia, WA and I had driven from home up to Portland. We were all in town and I had three tickets, right on the glass(!) for a Western Hockey League game between the Everett Silvertips and the Portland Winterhawks. We had planned it several weeks in advance, but the world was already feeling the impact of this odd new virus out of China. As I drove up to Portland I received the news that the game had been cancelled due to the perceived risk of virus spread. It didn’t feel like it at the moment, but it was indeed the day the world changed. The game cancelled we instead went to a theatre and watched a movie, in this case ‘Knives Out’. We were the only people in the entire movie house. It was surreal.

It was also a movie starring Daniel Craig, in an odd role channeling Foghorn Leghorn; a hard break from his “Bond, James Bond” persona.

So here we were, five hundred and ten days later, once again going into a movie theatre to watch a Daniel Craig movie. I never would have thought when we watched ‘Knives Out’ that the interval would have been this long. And we’re really not out of the woods yet, are we?

The movie? Some classic Bond moments but should have been titled ‘No Time To Edit’ as it goes on far too long. The first third to half of the film is a fun romp, with some classic chase and subterfuge, but as it goes on it grows a tad tiresome, and honestly predictable. Yes, Craig gets the send-off he has so richly deserved (unlike any previous Bond actor ever has) but it was telegraphed early and was expected when it came.

If you haven’t seen it, go re-watch ‘Spectre’ beforehand, as it serves in many ways as a continuation of that story. Keep your expectations low, and hit the restroom before the previews end.

What were they thinking?

Engineering Idiocy. I know I’m late to this particular party, but I had not encountered this until today. Several years ago, after picking us up at the Houston airport, Linda was riding in the rear seat of my father’s BMW 535i, and casually said “Charlie, I love your car. If you ever think about selling it, I’ll buy it from you.”

Long story short, we bought the car from my mom not long after he passed away last summer. We drove it home last autumn, where it spent most of the winter parked in my shop as it isn’t really an ideal winter car. For that we drive her old Subaru.

This 5-series is several years old, but has very low miles. We literally doubled the odometer driving it from Texas to Oregon. It is likely overdue for an oil change in time more than distance. I looked up the oil required and bought two large jugs of it yesterday. I had stocked up on filters from BavAuto (R.I.P.) soon after we bought it. I opened the hood in the shop to be presented with…

NO DIPSTICK!

I recall lots of complaints in Roundel (the BMWCCA magazine) about this issue back when BMW started doing this, but I didn’t give it much thought.

So I was sort of stuck. The owners manual doesn’t list the engine oil capacity(!) and everything BMW presents you with basically says “bring it to the dealer for oil changes”… grrr.

I’ve been changing my own oil since I was a teenager. It was the first thing I learned about automotive maintenance. For me it is almost a therapeutic action. It is good for the car, it is good for me. I drive away with a sense of accomplishment and satisfaction. But now I’m just confused.

Thankfully I have the Internet. The Internet tells me I need 6.5 Liters of oil for this engine. Typical of how I’ve always done this I’ll fill it a bit short of what should be “full” and then top it off in small increments to avoid overfilling the engine.

However without a dipstick, there is no way to actually do this. To measure the engine oil you have to be in the car and use the onboard computer. Not only that, the car has to be on level ground, engine on, and UP TO OPERATING TEMPERATURE. ????

This is sort of stupid. I let the oil drain out overnight. The engine is cold. In fact it got below freezing last night, so the engine is about as cold as it will ever be. I feel stupid starting a cold engine with at least a half a liter short of the correct amount of oil… then letting it idle for long enough to warm it up.

The dipstick is a perfectly adequate tool for this task. It takes seconds to measure oil levels with a dipstick, and it poses ZERO risk to the engine to use it. While I’m not really scared of damaging this car, doing this for the first time ever does make me feel… mild trepidation mixed with annoyance for some engineers in Munich.

So here I KNOW I shorted the amount by 500ml, so I expect the car to tell me to add that after I perform the check…

…and…

Now I’m REALLY annoyed. How can I trust this thing? It’s like those temperature gauges they program to stay right in the middle unless something really bad is happening. I know I’m 500ml short, but the car tells me “I’m at 100%” (note the lack of actual measuring units).

I guess I’m going to have to check often to see if it changes.

So happy that all the other engines I care for have dipsticks.

Thoughts while driving home at sunset…

Late today I had some errands in Bend, and did not get back on the road home until right around sunset. It has been rainy and grey all day, but just as the sun set behind the Cascades, a break in the clouds appears in the lee of the mountains and bathes Central Oregon’s high ground and low clouds with a reddish golden glow. My route from Bend to home is the Powell Butte Highway… a highway in name only. It is a narrow two-lane through Juniper and Sage. For some odd reason tonight it is utterly devoid of vehicular traffic, save me. Back in 2010-2013 this road was my daily commute, and after decades of Seattle’s stop-and-go it was a pleasant change of pace, and most of all I relished the drives home heading into the setting sun. Tonight takes me in the opposite direction, allowing me to soak in the light reflecting from the hills, the clouds, and most interestingly, from the windows of every home on the butte, including mine. These reflections were so strong as to appear to be very bright electric lights, as if every home was wearing its Christmas best finery.

Between the light show, and the absolute absence of any other cars on the roads the whole experience begins to take on a dreamlike quality. My mind starts wondering why I am so alone. Is something happening of global importance that I am blissfully unaware of?
But still, the amazing light show keeps me enthralled as I drive. Pulling through the penultimate corner and up the steep hill going up the butte I can see the light is no longer blazing off the windows and I put my foot into the accelerator to try and get home a few seconds faster to watch the last of the dying sunset…

That’s when the full-grown Mule Deer prances onto the asphalt about 15m in front of the car.

Reverie vanishes in an instant. Full on the brakes and horn simultaneously. The deer stops(!), rotates back around and bounds back to the right. Following it with my eyes, I see the inevitable herd (there is NEVER just ONE deer!) One of them is just off the road, just outside my passenger window.

I feel like an idiot for not seeing them earlier. The groceries (including a dozen eggs) are remarkably intact given that they launched off the seat, off the dash, and onto the floor.

Self-medicating with a vintage Bordeaux as we speak.

Scratch pad for a proposed car article…

Just doing a pre-edit brain dump on an article I might submit about the BMW E21/320i. It’s status as an affordable classic. Feel free to comment, correct my typos and suggest edits. Likely need to shave about 200-350 words from here… also need to refine the wrap-up. Photos coming later… when the sun comes back.

————–

“Marsha, Marsha, MARSHA!”
Oh, the forever lament of the middle child. Ignored by the family for just being in that middle space between the over-achieving elder, and the darling youngest. The collector on a budget seeking hidden bargains often will find them in between their higher-valued siblings. One such example is the BMW 320i, also known as the E21. Slotted between two more often desired models, the 2002 and the E30, the humble E21 is an under-appreciated and affordable way into vintage BMW ownership.

BMW E21 320i

That is, if you can find a good one. That is difficult, as many remain, but few remain original.

The E21 sold in huge volumes around the world, with more than 1.3 million built between 1975 and 1983. It was the car that launched the BMW 3-series, and cemented it in the mind of many, especially here in the USA, as “The Ultimate Driving Machine.” BMW started using that slogan in 1975 and stuck with it until 2006.

Sandwiched between the 2002 and the E30, the E21 just hasn’t yet lived up to the hotness of its siblings in terms of value, but there are signs that could be changing. The 2002 is a darling of enthusiasts. Light, nimble, modest production numbers, with a robust drivetrain and an elegant appearance compared to the boxy E21. The followup to the E21 was the sleeker E30, which enjoyed a fourteen year run with many variations of engines, fuels, and even the first official BMW Motorsport variant the M3. Values of 2002s and E30s have enjoyed some good runs over the past decade, whereas the middle-child E21 values have remained relatively flat. However that’s why we’re here in Affordable Classics, since much of what made its siblings great can be found in the E21, along with some potential value upside.

From the 2002 the E21 inherited a bullet-proof engine, the venerable BMW M10. This single-overhead cam four cylinder was produced from 1962 through 1988 and powered everything from big sedans to FormulaOne race cars. It is a simple, reliable powerplant available in varying displacements from 1.5 to 2 liters, both carbureted and fuel-injected. In Europe the E21 was available in 1.6L, 1.8L, and 2.0L displacements. They were named “316”, “318”, and “320” in predictable Germanic fashion. Besides badging, single headlights are identify the 316 & 318, and the 320 sports dual headlights. In North America only the Bosch K-Jetronic mechanical fuel-injected 2.0L version was offered initially, and the last three model years (’80-’83)it was downsized to 1.8L and fitted with a catalytic converter, but no matter the displacement all North American cars were badged “320i”. There was an “S-package” called the “320is” in the USA after 1980 which featured Recaro seats, a 5-speed gearbox, limited slip differential, and many other appearance, comfort, and performance additions that previously had to be special ordered. In Europe an E21 was offered starting in 1977 with the BMW M20 straight-six engine that eventually came to North America in the E30 3-series cars, but it was never offered in any North American E21. The US-Market 320i was available with A/C, but were also fitted with enormous “diving board” bumpers.

BMW E21 320i

The origin of the 3-series
The BMW 3-series launched with the Paul Braq penned E21 in mid-1975, but it wasn’t until 1977 that you could buy one in the USA. With overall design cues from the E12 5-series sedans, the E21 was limited to two-door coupes only. (Coachbuilder Baur GmbH converted just under 5,000 E21s to their targa-roof “TopCabriolet” between 1978 and 1981.) The interior was lauded in the contemporary press, with very comfortable seats, U-boat-like red instrument illumination, and a dash that wrapped around, with the center console angled toward the driver – a feature that remained a mainstay of the BMW 3-series until very recently. In the early 80s the 320i was seen as a “Yuppie Car”, an aspirational lifestyle object for successful professionals, and garnered the sort of social commentary we see today reflected in cars like Tesla’s or the Toyota Prius – it defined the sort of person you appeared to be. It was a huge success for BMW and sales increased year over year, firmly establishing BMW in North America. Here was a car that looked conservative, but rewarded its driver with about as much fun as you could have up to the federally-mandated 55 MPH maximum. Rivals responded with similar compact executive cars, such as the Mercedes-Benz 190 (W201) aka “Baby Benz”.

Most have been driven, and modified
If you’ve been exposed to a wide variety of car people, you’ll note that some sub-groups LOVE to drive, and sometimes modify their cars. Vintage Bentley owners fall into this category, and don’t seem to mind driven, or non-original cars, so long as everything is well-documented. BMW people are like this too. It is rare to find low-miles, unmodified BMWs, and when you hang around people and their Bimmers the conversation inevitably gets around to what mods have been applied to their cars. They also drive them. Long journeys to BMWCCA meets and events are common (Ocktoberfest, Sharkfest, Z-fest, Festorics, et al.) So finding an original, low-miles E21 is going to be tough. Many have had 6-cylinder engines or other performance mods installed. Most have been just plain used up. However restoring them is relatively easy and parts remain widely available. A 320i is an excellent project car for the new collector with a modest budget. Weak points are few. The odometer, which can break if the trip odo is improperly reset. The hazard light switch, which fails to “on” and will drain your battery (ask me how I know.) Beyond those two things, standard cautions about rust, degraded rubber/plastics, and mechanical inspection apply. The M10 engine’s primary weakness is overheating, so check for leaks around the head. Avoid examples with leaks or that run above the halfway point of the temperature gauge.

Current Market
You’re not going to find an E21 crossing the block at Monterey anytime soon, so until that day happens your best bets to find yours are BMWCCA classifieds, and online auction sites. Prices range from $3,300 to $9,000, with a few outliers into low 5-digits. Originality, miles, and condition are going to drive the price. The pictured example was bought online for just over $6,000 and driven home a thousand miles without incident (beyond replacing headlights along the way.)

Future Market?
History may ultimately forget the BMW E21 as a middle child, and properly recognize it as the “Ur-Ultimate Driving Machine” – the true origin of the 3-series. The car that launched BMW from a niche player into the dominant maker of sports sedans, and lead to its amazing success in the US market. The tide already seems to be turning in Europe, where the Verband der Automobilindustrie (the German Automotive Industry Association) which among many other things lobbys for, and tracks the “oldtimer” market, noted that the BMW 320i gained more value (61.2%) in 2017 than any other make/model in Germany. This value increase was over 2x the car that came in second place, its cousin the E24 6-series coupes. Get one now, while they’re cheap, and have fun driving a very affordable bit of almost forgotten recent history.

Review: Using the ReachNow car sharing service…

There is a lot of blather online about how the automotive industry is transforming into a “mobility” industry. From ride sharing to autonomous vehicles, we’re supposedly hurtling towards a very different future. Well, not really because as creatures of habit, we still drive our own cars, usually alone, about 99.999% of the time. But all the hype? It’s on self-driving cars.

I’ve written plenty elsewhere about how I’m very bearish on autonomous vehicles. I just don’t think it is a viable goal to be expending so damn much engineering focus and resources upon right now, given there are far greater problems to be solved. But becasue traffic in Silicon Valley, Seattle, and other technology hub cities, we have software people trying to engineer their way out of their miserable commutes… or at least allow them to spend more time on Snapchat and Netflix while they (don’t) drive to work – but somehow still do it in their own personal vehicles.

In the end the lawyers are likely to kill this baby in its crib.

Meanwhile however, the ways of getting around are changing, and mostly for the better. Ridesharing, which likely can trace it’s origins to the same traffic annoyances of yet another group of Silicon Valley software nerds… (“I bet we can use an app to optimize people into cars to reduce the number of cars that are slowing us all down.”) has effectively disrupted the entire taxi industry by making it a far better end-user experience. Traditional taxis, at least outside of places like London or Manhattan, have always been spotty, inconsistent, and in my experience, a frequently awful experience. Dirty cabs, often retired police vehicles, so you felt like a perp rather than a valued customer, and drivers who often lacked even basic communications skills. Add to that a largely cash-based transaction, or if they took credit cards it was far from frictionless. Apps like Uber and Lyft have made the transaction itself utterly seamless and swift.

I’ve mostly used ridesharing services while traveling, or to avoid the risk of getting a DUI. For the former it is now routine to use an app to get around in a city I am visting for a short time. For the latter it is a lifesaver in every sense of that word.

I don’t live in Portland, Oregon, I live about a three hour drive away from it, but I visit Portland often. In several of my recent visits I noticed various BMW vehicles scattered all around the city emblazoned with a “ReachNow” logo. Curious, I looked it up online and learned it was a sort of car sharing service. I downloaded the app, set up an account (which involves registering your Drivers License and a credit card), and… didn’t use it for months.

But last week Testa Rossa and I were in Portland for a family gathering and some appointments. Time to give ReachNow a try!

Default View

When you launch the ReachNow app the default view is a map view of your immediate surroundings, and an ability to sort vehicles by “All”, “BMW”, “MINI” and “BMW i”. BMW i is just i3 cars at this time, no i8s, sorry. But I imagine if they expand that product line more variety could become available. Initially it was the i3s I spotted with the ReachNow logos that piqued my curiosity. I can’t imagine buying one, but I’d like to give one a drive, but sadly in my week of using the app no i3 was ever nearby. Oh well. The MINIs all seem to be Clubman models, and the BMWs either 3-series sedans or X-series SUVs.

To grab a car you click on the nearest vehicle and it will tell you what sort of car it is, what it’s expected range available, and a few other details you might use to pick what works for you, such as how long it will take you to walk there. It also allows you to “reserve” it, which makes it not appear on other people’s searches. This gives you time to finish what ever your’re doing and start walking towards the car.

Car Reserved

Walking to the car

Once underway on your walk, the map updates live with your location and route. You’ll note on the app screen there are an array of buttons that include “Destination”, “Signal”, “Damage”, and “Unlock”. I’ll admit I never investigated the “Destination” function. The “Signal” button however I found invaluable. On every trip but one, it was after dark, and (shocking I know…) raining. When you press that button on screen, the lights of the car flash a few times, allowing you to see it from afar, or in our case in a dark and rainy night in Portland. I never used the damage button, again mostly because it was always very dark and I would not have been able to assess and report any damage anyway. The app does present you with a screen that points out an existing damage report, complete with a diagram of the car and damage called out. The unlock button is pretty self-explanatory. When you approach the car, it enables and you can see an LED in the windshield that changes color as your phone comes in range, and you press the Unlock to gain access to the car.

The first time I got in a ReachNow car (a 3-series BMW) it required a call to support to figure out how to start it. Normally the center console screen welcomes you, and you enter a PIN. Instead this car’s screen was stuck on something else. Thankfully support was able to clear the error and get me going pretty quickly.

After that first time however, I never had another issue starting the car. I was always greeted by the PIN enter screen. Billing doesnt start until you either start driving, or select “begin trip” from the main screen. Just like a rental car, it always seems like I get cars that were previously driven by somebody well under 5 feet tall, so oftentimes I couldn’t even get in the car without making significant seat adjustments, so like using rental cars I tend to spend a bit of time adjusting things like seats and mirrors before I even think about driving, so it is nice the billing doesn’t start until you’re underway.

Welome screen.

Parking is odd. Basically they allow you to park anywhere on a street where parking is legal. No need to feed a meter if it is a paid parking area such as downtown. Just park, lock, and go. You can also park the car and “keep” it by not ending your trip. You pay a reduced rate per-minute to park it, but the car remains for your sole use until you end your trip. So you could park it in a store parking lot, and use it to haul your groceries home after you shop. I never did any of that, because our trips in Portland were all simple point-to-point affairs. For example, we drove to a movie. Once the movie ended, I opened the app and found a car two blocks from the theatre.

Once your trip concludes, you are presented with a receipt, and an opportunity to provide feedback. Pleasantly, I found that the cost per-trip was usually about 35%-50% less expensive than a comparable one with a ridesharing service such as Lyft or Uber.

Over the course of a week we took several trips, and other than the first trip we never really had any problems. The last trip’s car did reek of weed (shocking I know… Portland) and the car was complaining about low tire pressure in the right rear tire. If there is any real problem with the ReachNow service I could think of this is an example, in that there is a shared resource that may not be cared for equally by all members. While I doubt anyone smoked weed in the vehicle, it was clear they smoked a LOT of weed before they got in, so the odor was VERY strong. I reported this and the low tire via the feedback tool in the app, and I hope the car was collected and cleaned/maintained… but who knows?

I certainly appreciate having the ability to grab a car and drive it pretty much on-demand.On the final trip of the week we combined ReachNow with ridesharing to mitigate the risk of DUI, as we drove to a social event that involved drinking, and rode home in the back of a Lyft.

Life takes me to both Portland and Seattle often, cities that are covered by ReachNow. I’ll certainly be making more use of the service.