Sidecars on line 12 by John Procter

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 12 – August 2014

“Different Strokes for Different Folks” - photo by the late Len Thorpe, a fondly remembered sidecar enthusiast

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Contents this Issue Editorial – Continued work on the Vmax outfit, but also some opportunities to ride Dreams, Fantasies & Realities – Part 1 – A personal take on what might, or might not, constitute the ideal outfit EGT – European Sidecar Rally – A pictorial taster of varied sidecar outfits seen at probably the largest sidecar gathering in the world Oscar's Odyssey – “Lost Keys” – Perhaps what we all dread when those vital components of our motorcycle existence go astray, or not …...... SideLines – Are “Smart”, or “Managed Motorways” an accident waiting to happen ? A Cosy called at the Club – A delightful small outfit attended a South Yorkshire Sidecar Club night

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Editorial More riding since last time around, although still managing to find time for changes and amendments to the Vmax set up. As this is written just fitted a rack on top of the sidecar boot/trunk lid. Several starting points over the months with various considerations of what would do the job, even making some purchases that haven't figured in the end game. Material for a later edition methinks. An associated project has been the fitting of luggage at the rear of the bike. Again, something to feature at a later date, but fairly pleased with the outcome. As ever, proof of the pudding and all that, so a few miles required to confirm the value of these latest additions. Riding wise, a small, but good sidecar rally, one that had not previously featured on our list. The Engine & Pushchair is aimed at those with young children, hence the title, although some slightly “elderly” teens were in attendance. For us another excuse to take our grandson along, which proved an all round success. A very enjoyable event in a delightful rural location with the added bonuses of a prize, or two. The lad won a colouring competition, plus the youngest rallyist award. Being 5 years old has its benefits. He's a big lad, but for the doubters his 6th birthday is in August. Something of a surprise was having the Vmax voted best outfit. As the only previous prizes have stemmed from being the only choice in a prize category, it was unexpected. For the record. In 1977 our Honda 750 outfit, the only sidecar outfit present, won the best sidecar trophy. Then the BMW K outfit won an age category award at a small classic bike event around 2005. Even this was down to the bike being the only one from a particular era rather than the complete outfit. Day rides have also featured with a very short and very wet ride around our local town to mark the birthday of our local MAG (Motorcycle Action Group); a more pleasant day at a village show along with a good turn out of our sidecar club, plus meeting up with some other friends; and once again attending the Lotherton Hall classic show organised by the West Yorkshire section of the Vintage Japanese Motorcycle Club. No big distances, but once again an opportunity to enjoy a few miles and spend time with like minded souls from near and far. Finally, something of a landmark month with two very lengthy exercises nearing some sort of conclusion. The several years old, but trusty car type sat nav has been joined by a motorcycle biased Garmin Zumo. Alongside this seriously belated step in my technical “revolution”, has been the purchase of a Scala Rider intercom. It's early days, but the process of applying this new hardware is progressing.

Dreams, Fantasies & Reality - Part 1 Sidecar outfits can be bought, or created. Invariably, even the bought outfit will have been created by someone, unless of course we consider the one “off the shelf” creation from Irbit, the Russian Ural. This old world design, very old world when contemplating what has essentially remained the same for decades, is seriously outstripping other contemporary manufacturers' wares for longevity.

The prepackaged Ural outfit -

Of course, the pre-packaged Ural offering has developed with more modern changes to mechanical auxilaries such as brakes, carburation, and suspension. Nevertheless, the major parts of this iconic vehicle are clearly elderly. Nothing wrong with that as many loyal enthusiasts will swear, but still somewhat different from what many view as sidecar mainstream. In reality, the Ural is not the dominant presence compared with the many, often unique incarnations of the sidecar breed, despite the hype and repetitive publicity afforded in specialist and mainstream media. However, the Ural should still be recognised for playing a positive role in helping spread the word about the positives of sidecarring. As with most motorcycling in developed countries, sidecar outfits are now indentified as a leisure vehicle. A “biker”, be s/he be the predominant two wheel type, or the much rarer sidecar enthusiast, is unlikely to be seen commuting, and is likely not disposed to riding through all twelve months of a UK year. Family transport sidecar outfits are not even in the same league as rocking horse droppings, and even this is actually being optimistic.

Where's this all leading ? Despite the rarity value, the significant lack of sidecars produced, plus motorcycles ever more difficult to attach a sidecar, the evidence shows it's still possible to create outfits that enthusiasts of 50 years ago would have never imagined in their wildest dreams. Performance, reliability, and additional equipment now bears no resemblance to even the most exotic sidecar outfit of the mid 20th century. On the other hand, our sidecar ancestors would be decidedly shocked at the potential cost implications, but that's another story. In 40 years steering a number of owned, diverse outfits around the roads of the UK and Europe, as well as riding borrowed rigs in the USA, variable ideas have come and gone regarding what might constitute a dream, or ideal sidecar outfit. Not necessarily because a long shot lottery win would help create a no holds barred assault on the wallet, but usually based upon real world considerations regarding initial and running costs.

Our GL1100 – 10 years plus of sterling service

Views and thoughts have changed over the years, sometimes due to being attracted to a motorcycle deemed to be a good “tug”. At other times experience, be it personal, or that of others, stimulated thoughts and ideas. A “dream machine” strand stemmed from an initial liking, some might say lust, for the original GL1000 Gold Wing. This changed slightly when early sidecar owners experienced clutch problems with Honda's flagship model. I well remember a barely year old model being seriously attended to at a sidecar rally. When the updated GL1100 was announced with its “improved clutch”, amongst “43 changes”, successfully tempted me back to the Honda fold after some bad experiences with a BMW twin. A new Wing was purchased, which provided 10 years of reliable, enjoyable service for our family of four. Problems ? Certainly no clutch issues despite hauling big, heavily laden sidecars. Oh yes, a speedo cable broke in France !

So, what would be the state of play if considering a personal take on a “Dream Outfit” ? Firstly, appropriate power characteristics with sensible fuel economy. Secondly, a vehicle that handled, steered and braked in a manner suited to the required performance. Thirdly, a sidecar that offered weather protection, comfort, and acceptable safety for passenger(s) against a background of changing needs. Looks and finish pleasing to the eye without necessarily looking as if its just left a dealer's showroom. Function surely has more merit than simply looking pretty, although some clean lines is no bad thing. “Power characteristics with sensible fuel economy” - This is where there's something of a personal problem and it does mean the jury is still out when it comes to settling on a preference for an engine. For some years, our family cars have featured turbo diesel engines culminating in the current Volkswagen 1.4 TDI three cylinder unit. Power characteristics fit the personal bill perfectly. Plenty of pulling power, smoothness, and exceptional economy. The downside in the UK is the disparity between the additional price of diesel fuel compared with petrol, especially when compared with mainland Europe. Bizarre, but in our little island's economic wonderland, no surprise.

VW 1.4 Turbo diesel – ideal for sidecar use ?

A downside to considering the delightful three cyclinder TDI motor, is of course how to utilise it in a way that maintains the concept, layout, and appearance of a sidecar outfit. However, this favoured VW power unit has featured in a conventional looking motorcycle, the Thunderstar from Holland, which created quite a stir, although didn't proceed beyond the attractive prototype. Certainly this solo effort provided food for thought.

Maybe an answer is to adopt the unusual layout of the French Zeus “outfit” produced by SideBike. This sidecar outfit lookalike vehicle places a much larger automobile power unit, including transmission and other auxiliary components, at the rear end, nominally in the “boot”, or “trunk” area. This configuration influences the entire layout, yet retains conventional positions for rider, pillion, and sidecar passengers. The Zeus is a three wheeler, “but not as we know it, Jim.”

Peugeot powered sidecar outfit lookalike

Other efforts utilising car engines have appeared powering both solo and sidecar machines, several featuring diesels. Some sourced from applications other than passenger vehicles. Generator power unit anyone ? On the other hand, the car power unit picture has changed again in recent years as petrol engines have developed with both power and economy in mind. “Lean burn” and superchargers have entered the fray to rival diesel's economy feature. However, the low torque characteristic of diesel still personally appeals. Concluding the engine consideration, especially with respect to motorcycle power choices, perhaps it's important to identify preferences. Personal needs have tended to dictate a larger capacity something around 1000 cc. Our 1989 vintage K100 of the 16 valve variety (it's a K1 under the touring style changes), originally listed at 100 BHP satisfies the bill adequately. Perhaps just a pity that the overall weight slightly detracts from the perfomance capabilities. Maybe another lighter, more compliant chassis could do the trick, but then the sidecar body is still a lump. On the other hand the 1200cc Yamaha with its claimed 148 BHP and “V Boost” is altogether a different animal. Power a plenty, probably too much if honesty prevailed, even without the much mentioned “V Boost”.

To date, the long term requirement has been to cruise on major highways at legal traffic speed. Not keeping up with the hurry up brigade, but able to get away from tail enders, plus overtake confidently and safely. Fuel consumption has always influenced the approach for lengthier journeys. Besides, elevated speeds do require concentration levels that detract from enjoyment and induce fatigue. Neither can advancing years be ignored even if you think you're still some sort of speed demon. When contemplating the personal “ideal” motorcycle power unit during bouts of mental design exercises, the Suzuki 1250 four cylinder engine kept springing to mind. Not, I hasten to add, on personal experience, but on the specification, and reports. Maximum torque on many large bikes is usually quite close to maximum power claims when checking engine specs. Unlike rival engines, the Suzuki features a lowly, sidecar friendly maximum torque developed at 3,750 rpm, well below the maximum power at 7,500 rpm. In contrast, our BMW K bike's maximum torque is at 6,750 rpm, with maximum power at 8,000 rpm. The Vmax with maximum claimed power of 148 BHP kicks out maximum torque at 6,000 rpm when the much lauded “V Boost” kicks in. To date, not felt the need for this fuel hungry feature.

Vmax – power a plenty despite the sidecar

If the opportunity came along to assemble, or buy a “dream outfit”, maybe the Suzuki would be the way to go as it would be easier than the car diesel engine route. However, can't discount a change of mind, or even that elusive lottery win ! On the other hand, maybe the Suzuki's chain drive, as opposed to the shaft drive bikes we have now had since 1979, could complicate the design criteria. Oh dear, is it back to the drawing board, again ? NEXT TIME – Thoughts about handling, steering and braking on our ideal outfit.

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EGT â&#x20AC;&#x201C; The European Sidecar Rally If you read this early enough, there's possibly still time to make the decision to attend the 2014 version of the EGT, or European Sidecar Rally. Alternating between two regular sites, one in Germany, the other in Luxembourg, this established event is probably the largest gathering of sidecars in the world, unless someone out there knows otherwise. From Friday 29th to Sunday 31st August 2014, the northern Luxembourg village of Weiswampach will again host the EGT. Potentially over 1000 road going sidecar outfits, and enthusiasts from all over Europe, as well as other parts of the world. A social gathering of like minded souls and with much to interest and stimulate. The participants' machinery provides much to view, and in some cases intrigue. The diversity of interpretations of what sidecarring is all about provides much to contemplate. Eqaully, trade displays illustrate that, certainly in this part of Europe, the religion of having â&#x20AC;&#x153;a bit on the sideâ&#x20AC;? is still open for business. To provide some idea of what can be seen at this great event, and maybe provide that last minute encouragement to attend, a collection of images from past years.

OK, quite a number, but illustrates the diverse flavour of the sidecar world. No doubt many shown will return, but there will no doubt be some vehicle to amaze and surprise. 20

Apex Sports in Colorado Springs, has been family owned and operated since 1960. As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom. If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more. As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

Lost Keys As motorcyclists, I guess that we have all been in the situation of “Where the heck did I put my ignition keys” It’s inevitable really. What with all the rigmarole of getting all togged up for that ride, the keys somehow get put down, or find their way to an inner pocket, or worse.

Here are one, or two of the worst. A few years ago while on a camping trip, Pete, one of my friends, turned up on his Honda in solo trim. You just wouldn’t believe the stuff he had strapped onto the carrier. Along with the essentials like tent, sleeping bag etc., he had a fold up captain's chair, and a wooden fold up bed. Not to mention enough pots and pans to cook a Sunday lunch. All this was covered up by a large tarp. He suffered the usual jokes and wisecracks that were thrown at him and his “Quasimodo” hump. Needless to say, all of this had to be loaded back on to his bike for the return journey. Eventually “Quasi” was installed onto the bike. Then, you have guessed it, where did he put his keys ? After searching through his pockets, with no luck. Pete decided that they must be in the inner tent that was precariously stashed away on the bike. All of his gear was dragged off and opened up. We searched everything. No keys. “Are you sure they are not in any of your pockets ?“ was thrown at him on more than one time. Pete was adamant that the keys weren’t on his person. Then the bike was given the once over, just in case the keys had fallen down below the headstock, and other places. No keys.

So, after a crawl through the grass around the tent pitch, it was time to do a strip search of the man himself. A hole in the pocket of his jacket was discovered, and after a finger tip search, the keys were found in the lining in the back of the jacket. Well after more than an hour later, we, including “Quasi”, were on our way home. Many moons later, after a meeting at the ”South Yorkshire Sidecar Club”, I mounted my motorcycle, put the key into the ignition, but it just wouldn’t turn. What was wrong ? It slid in easily enough, but no way could I unlock the steering. I know that the key was showing signs of wear, but you normally get some kind of indication that things are not what they should be. No way was I going to use force of any kind. That would just make things worse. I would have to use my “Get out of jail Free” card. I phoned up the R.A.C (motoring organisation) The nice receptionist on the end of the line told me that help would arrive in about 45 minutes. As I was stuck in the compound where the club is based, Chris, the holder of the keys to the compound had to stay with me until I could be freed. After more than the stipulated ¾ hr, I once again called the RAC. It was confirmed, the “Man” would be here a.s.a.p.

So, as we were talking about the whys and wherefores of such happenings, I pulled my keys out of my pocket to emphasise a point. Chris immediately commented “Those are not the keys that you showed to me earlier. The ones you showed me had a yellow tag on them” I delved into my other pocket. Sure enough, there were the keys I should have been using. Embarrassingly, I phoned the RAC. “Not to worry”, says she, “It happens more than you would think.” That little incident took some living down. But, the most bizarre loss of keys happened on a camping trip to the North York Moors. After finishing work on a Friday evening. I rode up to the campsite in the village of Hinderwell, a few miles North of Whitby. As I was heading along the A169 between Pickering & Whitby, I could see a great sea fret (mist) forming ahead. Just before the now defunct Fylingdales Early Warning base I ran into the weather system. The temperature change was enormous. From a fairly comfortable ride in the dark, now I was enveloped in a cold clammy fog. My visor fogged up, and so did my specs. I had to stop to attend to the matter.

The only safe place to park was in the entrance to Fylingdales. After polishing specs and visor I decided that I needed a pee. As I was doing the necessary, a figure strode down through the fog at the entrance road to Fylingdales , making it fairly obvious that he was packing a hand gun. Speaking with an American accent, he demanded to know what my business was here. My thoughts were â&#x20AC;&#x153;This explanation had better be good.â&#x20AC;? It was, but he stood his ground until I had mounted up and ridden away. It makes you think, Is Fylingdales defunct or are things still happening there. Anyhow, I have digressed from the story, but I thought it was worth mentioning.

Fylingdales Early Warning Station

I arrived at Hinderwell sometime around 22.00 hrs. stopping my motorcycle at a vacant pitch. Before I could dismount a fellow camper came over to me and commented on how good my headlight beam was. After a few minutes of this, he departed and I proceeded to erect my tent. All went well, and my motorcycle stayed in exactly the same place all night long. Next day, after spending most of the night listening to the rain beating a tattoo on my tent. I emerged to be confronted by a mini lake to the side of the tent. A ditch had flooded to within a few feet of my motorcycle. No worries, it would soon go down as things dried up. Later in the morning we decided to go for a ride. Where were my keys? They were not in the ignition, They were not in my pockets. A big search ensued. All pockets, tank bag, panniers, under airbed, inside sleeping bag. Nowhere to be found. The keys had a bright yellow fob on them, (same keys as in previous incident) so they should show up easily. It was decided to take a walk down to Runswick Bay. The lake at the side of my tent may have gone down by then, and we may find the keys below the waterline.

When we returned, the water had receded, but still no keys. This was looking grim. Once again the tent was turned inside out by willing helpers. I was even frisked by certain ladies on the site. This was quite pleasant, but still no keys. Come Sunday morning I had to make contingency plans. A screwdriver could open the ignition, but no way could I gain access to the petrol tank. I calculated that I could maybe get to the home of one of our club members before the tank ran dry. Then I would have to think of something else. As I packed away my things, folk were on hand to once again go through my belongings searching for keys. No luck. This really was a mystery. As I strapped gear on to the bike, folk were looking on sympathetically. Then, as I opened the flaps of my tank bag to put it onto the tank, a great cheer went up, and fingers were pointing. There were the keys, stuck to the magnets of the tank bag. Who would have thought, the tank bag must have been searched at least 3 or 4 times. I do remember, on the Friday night while talking to the guy, I removed the tank bag in two movements instead of the usual one. It must be said that the magnets were really powerful ones, which I had fitted. They still are, but are not in use for the tank bag anymore. This incident I still havenâ&#x20AC;&#x2122;t lived down. I donâ&#x20AC;&#x2122;t think I ever will.

Oscar

SideLines Smart, or Managed Motorways The M62, the UK's major east to west motorway, connects major cities and towns in the north of England. At one end in the west, Liverpool, and at the other Hull, both noted seaport locations, even if they are not what they were from a maritime point of view. In between are the large metropolitan areas around Manchester and Leeds. This major highway serves both long distance road transport, but significantly many hundreds of thousands of daily commuters. Some on significantly time and distance consuming journeys, others on shorter hops, which can be no less time consuming. It has become increasingly congested over many years. Following lengthy, high cost, construction work, sections have in recent times been designated "Managed" or "Smart" motorways with variable speed controls, camera monitoring and crucially elimination, either permanently, or at peak times, of the traditional emergency hard shoulder. The UK hard shoulder appeared in the mid 1950s on the first â&#x20AC;&#x153;motorwayâ&#x20AC;? in Lancashire. Traffic levels were considerably less, and speeds low despite an unlimited top speed limit. Vehicle speeds were somewhat subdued by mechanical frailty, and older vehicles. This continuous emergency reservation was seen as a vital feature, which remains so as incidents and mechanical failures cannot be location predicted.

So, do you reckon your emergency will conveniently correspond to this Emergency Refuge Area ? Sorry, the old hard shoulder has traffic using it !

SideLines The UK Highways Agency mantra is that an "Emergency Refuge Area" will do should an emergency occur when a once designated hard shoulder is in use for vehicular traffic. These “ERAs” vary in frequency and size being no more than what in the UK are known as a “lay by”, a roadside pull in for rest breaks and the like. However, it is apparent that “ERAs” are questionable being that some are hardly long enough, and could be said to be poorly sited. No doubt Highways Agency “experts” will disagree. The two major defences relate to claims that technology will save the day should an incident occur. Personnel watching via cameras and detection devices will “spot” a problem such as a broken down vehicle, or collision, and activate warming systems. The theory is that lanes, notably the previously designated “hard shoulder”, and/or others will be highlighted as closed via overhead gantry warning displays. Perhaps fine if you have faith in an initial response time, but crucially with regard to how other vehicle operators actually obey posted directions. Experience indicates that too many UK motorway users are not too cooperative when it comes to taking notice of visual displays. Maybe this stems from the view that variable warning signs are notorious for highlighting issues that have long since disappeared. Basically, folk disbelieve what is displayed, even if they actually obey the instruction. Secondly, and of serious concern is that an incident, or mechanical problem can occur anywhere, and require various levels of reaction. A blow out in the outside (fast) lane usually leads to all sorts of consequential issues, not least of all slowing, and hopefully stopping. It's bad enough trying to head for the relative sanctuary of a hard shoulder, but traffic density, weather, time of day, and driver/rider expertise will influence the outcome. Some factors could help such as there still being some degree of control due to the vehicle still being under power. A complete loss of power is a different matter all together. Some modern vehicles have had high profile, well reported technical problems resulting in serious mishaps, even fatalities, indicating that a continuous safety zone, i.e. hard shoulder, remains a cost effective, potential life saver. Beyond the apparent isolation of the UK Highways Agency boffins, some notable real world experts in the sphere of highway use and safety, namely traffic police, have seriously questioned the wisdom of some “managed motorway” schemes. Professionals involved with attempting to control and deal with the daily problems of increasingly congested roads have identified the negatives of such schemes. It is apparent that, at least for the time being, the Highways Agency is dominating the situation amd overriding any concerns. 27

SideLines When some traffic police officers were identifying their concerns a very obvious matter was raised. As motorways have become increasingly congested, particularly in and around large conurbations, the hard shoulder has potentially provided a clear route for emergency vehicles attempting to get to an incident. At busy times, when probably all “lanes” could be occupied, how would ambulances and other emergency rescue vehicles gain access to a potentially life threatening scenario ? The reasoning behind the UK's “managed motorway” philosophy is down to a bureaucratic and political decision to persuade folk that significantly overused stretches of motorway such as the M62 are being improved in terms of their efficiency by expanding their capacity. Better traffic flow, better journey times. Unfortunately, at every point these motorways meet the traditional road network, the bottlenecks remain the same, so even if more traffic has moved down the motorway more efficiently, the log jams will still occur. Finally, an overriding thought. Traditional motorway hard shoulders have been deemed quite dangerous places in recent years, so that advice has changed from staying in, or with your vehicle whilst waiting for assistance to getting out and over the barrier should you be unfortunate enough to break down. The increased risk factor has been due to the carelessness and downright dangerous behaviour of some road users. Careless and dangerous driving has led to deaths of innocent people and perfectly illustrates that the mentality of some is a constant threat. So, how do you fancy your chances should something unfortunate occur to you on a so called “managed motorway” ?

Hard shoulder still requiring Tarmac on a less than congested M1 in the early 1960s

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A Cosy Called at the Club There are probably less sidecars built than some decades ago, both in terms of total numbers, and manufacturers' model choices. At least as far as can be easily determined. Maybe in the new hotbeds of motorcycle manufacturer, i.e. Asia, there could be something going on that defies this proposition, but until someone identifies otherwise, it appears to be true. In developed countries with some sidecar production, it's also fair to suggest that we are not talking big numbers. In the UK the peak figures were back in the 1950s when sidercars primarily meant family transport. Within two decades sidecars in the UK were emerging as leisure vehicles and viewed as odd, a characteristic equally bestowed upon anyone prepared to be a sidecar enthusiast. Nowadays a significant proportion of sidecars in use are unlikely to be new with owners generally sticking to a familiar favourite, preferring a type no longer produced, or more than likely, simply unable to justify the price and/or style of what is on offer. In too many cases, certainly in the UK, a sidecar's age hardly figures when styles on offer are the same as potentially 50 years ago. More modern design/styling unfortunately comes at a price perceived by even the dedicated as hefty.

Tidy Cosy / BMW R65 outfit

However, there are offerings that can still attract a customer because for them it ticks all the right boxes. An example is the Indian made sidecar range marketed under the Cosy banner. Seeing examples a few years back at the Griffith Park Rally in Los Angeles certainly caught the eye with various examples attached to both motorcycles and scooters. The reduced scale size of classic European styles looked quite attractive on even small, low powered two wheelers. The circumstances of that particular day permitted only casual appreciation, so the summary opinion was â&#x20AC;&#x153;cuteâ&#x20AC;?. Regardless, the Cosy was seen as an acceptable option for some folk. Since those first viewings in 1998, personal Cosy sightings have been primarily confined to sightings on the internet and the odd glance at European sidecar events. So, it was a good chance to look closer when a visitor to our sidecar club night turned up on a BMW Cosy outfit. The R65 airhead BMW is a smaller interpretation of the classic German twin, the sister to the even smaller engined version the R45. Despite its age, the visitor was in great condition, a credit to its owner. The attached Cosy, a smaller scale Steib lookalike, complemented the bike perfectly. With no concessions to serious sidecar use such as different forks and wheels, really not necessary, the set up just looked right. The owner confirmed his satisfaction as to appearance, performance, and handling. A steady motorcycle, a simple sidecar, and a mature rider, perhaps an ideal package.

Maybe no road burner, but fit for purpose

What did impress were the apparent quality of fittings and fabrication, both in respect of the bodywork, and the chassis. Functionally impressive and some good touches with well considered suspension for the chassis and the body. No doubt the possible highway conditions of India are influential in respect of offering a reasonable ride, and certainly not to be disregarded when considering ever worsening road surfaces in the UK. The Cosy will not suit everyone, either because of style and size, or due to not fulfiling needs, but it could be a good proposition for some, notably those with smaller, low powered machinery. â&#x20AC;&#x153;Cuteâ&#x20AC;? could be a big box ticker. Equally, it's unlikely to be a good idea attached to larger, more powerful motorcycles. On the other hand some of the Cosy's construction features could still teach a few things about what makes a sidecar work well. A traditional, but always sensible arrangement, in our humble, is the Cosy's suspension set up. Both the body, and the sidecar wheel are suspended. No doubt this very old school approach assists the riding characteristics of the complete outfit, but also helps to smooth the ride for a sidecar passenger. Obviously, there may be issues with the Cosy that the owner, and certainly this particular scribe, to which we are both oblivious. Longer term ownership, possibly being exposed to a harder life on the road, could reveal problems, even faults. However, some decades of involvement with motorcycles and sidecars suggest that nothing's perfect. Indeed, there are sufficient tales of woe around to highlight deficiencies in mechanics and fabrication that are sadly not isolated one offs, and this doesn't just relate to when we odd balls choose to attach strange devices alongside a single track powered two wheeler. However, the simplicity of the Cosy sidecar might suggest that should a problem arise, it would in all probability be easy to fix without recourse to extended, costly resolution. Only downside to when this particular Cosy called at the club, didn't manage to get a ride. Maybe another day.