Sidecars on line 13

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 13 – October 2014

Eye catching Concept sidecar attached to Mobec converted Harley Street Rod at the 2014 EGT in Weiswampach

UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service.

• The Tripteq Heeler range can be supplied in DIY kit form with comprehensive build manual, complete, or partial build.

• The 'Heeler' has been developed and manufactured by Tripteq in the Netherlands with over 250 units sold throughout Europe since 2005.

• The left hand version was developed in conjunction with Scotia Sidecars to bring affordable technical innovation qualities of European sidecars and conversion parts to the UK sidecar market.

• Options on bodies, screens, & accessories • Chassis option for BMW 'K' and Guzzi motorcycles Telephone: 01333 429451

Mobile: 0773 468 3429

email: info@scotiasidecars.com http://scotiasidecars.com/index

If you contact Scotia Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 2

Contents this Issue Editorial – Continued work on the Vmax outfit, but also some opportunities to ride Dreams, Fantasies & Realities – Part 2 – A further personal view on what influences the ideal outfit, in particular handling and steering Oscar's Odyssey – “The Road to Auntie Bunn's” – A smile with a tinge of sadness, but a memory forever The Outfit that Ted Built – One man's interpretation on what makes a good sidecar outfit SideLines – Electric Vehicles – The way forward, or maybe not just yet Luggage on the VMax – Adapting a hot rod for GS (Geriatric Style ?) touring Intercom on the Outfit goes Fourth – The latest chapter in the quest to bring an intercom system into our sidecar life

Disclaimer The information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose.

Any reliance placed on such information is strictly at your own risk.

In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication.

Through this publication you may be able to link to websites. We have no control over the nature, content and availability of those sites. The inclusion of any links does not necessarily imply a recommendation or endorse the views expressed within them.

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If you contact Anson Classic for information, or to make a purchase, please acknowledge Sidecars On Line

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Editorial Our trip to Belgium and Luxembourg was very worthwhile in a number of ways. Simply getting off on the outfit would normally have been sufficient, but we both needed a break from other aspects of life, so the 1207 miles of three wheel travel proved beneficial on this score alone. Riding bikes with two, or three wheels is therapeutic.

The Vmax outfit performed exceptionally well and recent modifications such as the home made luggage set up and sidecar boot rack proved their worth. A notable and appreciated adaptation was the HID (high intensity discharge) headlight proving its worth in the dark, early hours. Brilliant. Thanks, Dave B and Hawk, the suppliers.

Once again our Air Hawk seat cushions provided a better perch than the seat alone.

Pleasing was the continuingly acceptable fuel consumption of the Yamaha despite a thirsty reputation. Granted, the mysteries of V Boost, or spinning tyres are not part of the “fun�, but we still make good progress. There are times when the throttle is opened to licence threatening levels, but the outfit and ourselves are comfortable at 60 to 65 miles per. Revs in the 4000 to 4500 area is a sweet spot and avoids the need for more frequent stops for fuel and recovery for two retired folk.

A final realisation about our trip, against a background of not having opportunities to ride as much as we would currently wish, is that riding itself probably makes you fit to ride. A few aches and discomforts experienced at the start of the trip became less apparent as the miles were covered, and with most days spent riding.

A closing thought this time around, and one that maybe others appreciate the sentiment. Little doubt that sidecar outfits draw the attention of others. It is almost guaranteed that a break in ride for refreshments, refuelling, or a simple rest will mean a comment, or obseravtion by some stranger. A smile, or hello can lead to a chat about some past, or other connection with sidecars. It all boils down to a fascination with what is after all a rare vehicle type. Some chats have led to further contact, and whilst rarely, to someone joining the ranks.

Finally, are you aware that we sidecarrists offer other vehicle owners an instant tuning service. This, of course, is Instant Performance Enhancement, or IPE. What is it about a sidecar outfit that turns drivers, seemingly content to travel at a steady pace speed, into speed freaks ? Could it be their vehicular self esteem is undermined by something they see as inferior to their perceived motoring status, or something else more mysterious ? As you pass, maybe even sedately, something changes the mood, usually for those with small cars. At times the change is remarkable in terms of speeds some achieve, and all thanks to IPE, the thing that we sidecar riders freely offer our fellow road users.

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Dreams, Fantasies & Reality - Part 2 “Thoughts about handling, steering and braking on our ideal outfit”, closed Part 1 of this series of articles, and probably some of the most debated topics in the sidecar world. The distinctive variability of the vehicle type hardly compares with anything else on the road. At risk of chastisement, no other powered road vehicle comes close to the likely uniqueness of every sidecar outfit out there.

A steady ride and acceptable handling, likely with sidecar suitable telescopic forks

The “handling” aspect depends upon an individual perception of what represents good, or bad “handling”, rather than a purely agreed factor. A sidecar outfit mostly ridden at moderate pace on country roads satisfies a different mindset than a high performance rocketship piloted on a fast highway. The latter might be perceived as less cooperative at slower speeds on country roads, whilst an outfit set up for off road situations, be it desert, or forest might be an admirable tool, but not quite as satisfying on tarmac. Taste, preferences and “comfort zones” all spring to mind.

Handling satisfaction can depend upon familiarity and riding style, so initial views may change as a rider adapts to a rig. The “marriage” between rider and machine takes time, more than with an automobile, or solo motorcycle. Dealing with handling dominates much of what the experienced advise sidecar newcomers.

Our powerful sidecar outfit, took time and miles to address a very responsive throttle. After four decades riding sidecars, this initially created unfavourable views of the vehicle. The negative dissipated as all control aspects became more familiar. If “Did it handle ?” had been posed after a single ride, the answer would have been quite different from the more positive opinion formed after a few hundred miles.

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Power aplenty meant some time to adapt

Sidecars, having variable weight, construction, physical dimensions, and purpose means standardised formulas and approaches cannot always be applied. After all it was social quirkiness rather than engineering progression that created the sidecar outfit more than a century ago when gentlemen required something to acceptably transport a young lady around. The resultant vehicle type was a compromise, not something created from a blank canvas.

One for ladies in fine attire

Different elements come into play that muddy the handling waters somewhat. For example, steering a sidecar outfit. By changing a specifically designed solo motorcycle from a free flowing two wheeled device into an upright two wheeler with a single wheeled body/platform attached is, let's face it, bizarre. Having a single driven wheel only adds to the eccentric mixture of the resultant vehicle. Although more than one driven wheel is possible, it's extremely rare, and introduces other factors.

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There are dimensional considerations, some more important than others. Key is the ease with which the outfit is steered and is where “trail” comes into play. Trail is determined by measuring between two points on the ground at the front wheel.

The first point is that immediately below the front wheel axle centre at ground level, the second drawn through the steering axis to where it meets the ground. The distance between these points is “trail”. Traditional practice is to reduce the trail of most solo motorcycles.

However, in recent years with more variable configurations, particularly custom motorcycles, standard geometry can be acceptable with a sidecar fitted.

Consequently, it may not be a simple answer of pre-ordained figures that probably did the job admirably in past times. Some of the “rules” for such things as trail, sidecar wheel lead (the distance of the sidecar wheel centre ahead of the bike rear wheel centre), lean out (motorcycle angled from the vertical away from sidecar), and toe in (slight bias of the sidecar wheel front towards the motorcycle) proved acceptable when some uniformity existed in motorcycle chassis specifications, notably with British bikes that hauled great numbers of sidecars in the UK. Well proven in times when most motorcycle shops were more than familiar with sidecars.

Equally, sidecar chassis of the past also had similarities with dimensions that related to established fitting and alignment standards. Life was easier in respect of fitting because the personal transport market dictated that sidecars were an economic option, certainly compared with cars for the majority. Motorcycle frames were factory designed with fitting lugs, adaptable forks, and gearing options, all off the shelf. The sidecar was popular and as such motorcycle manufacturers were keen to profit from this.

Today is a whole new ball game, notably because the motorcycle industry massively disregards sidecars. For practitioners, old rules for fitting and alignment do work in some cases, but may not always apply as in the past due to variations in design and construction. The tubular steel motorcycle frame, the predominant feature of early and mid 20th century machines, has either become unusual, or ill suited to connecting a sidecar without significant amendment. Just as ingenuity is now often key to mating a bike to a sidecar, deviation from the traditional rules of thumb may also have to considered.

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So, what about steering ? An outfit's steering may depend on a telescopic fork arrangement; a contemporary front suspension such as BMW's telelever; leading link, forks; or a hub centre type. These variables influence the way a sidecar outfit reacts to pilot input. On a solo motorcycle steering hardly turns at all as going around bends is all about lean angles. With sidecar attached, steering is required to work through much greater angles, be it at speed, and for sure at slower speeds.

Leading link forks and car tyre

Sidecar outfit steering has probably been a question of fashion as much as it has been an engineering consideration. The telescopic fork has been much maligned, so for years the leading link fork has been considered something of a holy grail, especially in the late 1970s UK sidecar community. As old traditional British outfits disappeared as family transport, and sidecars were attached to modern Japanese and European motorcycles, various trends emerged primarily related to ease of handling.

Leading link forks, both commercial and home produced, became desirable options.

The telescopic fork still prevailed, but leading links became desirable.

Allied to the leading link trend was an associated popularity of car tyres on suitable wheels. Initial costs figured with forks and wheels, but the proposal was that consequential savings on car tyres, both in price and longevity, made it worthwhile.

Initially, many fitted 15� tyres as used on the Citroen 2CV, but later fashion, and performance capabilities, dictated larger, wider tyres. However, it could be said the wide tyre “look� ultimately appeared to overwhelm the benefits. Such changes influence handling, and set up, further complicating fitting considerations.

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Car wheel and tyre on a BMW K bike

In recent times, a suggestion is that leading link forks are best fitted with a motorcycle rear tyre rather than a car tyre, as the more rounded profile is better suited to maintaining consistent road contact. The argument is that a wide, flat car tyre reduces its contact with the road when turning. Concerns are also expressed that wide tyres, on a vehicle lighter than a car, tend to aquaplane in wet conditions.

Then there's steering dampers. For years the debate has raged. Pros and cons, often based upon word of mouth folk lore rather than any empirical, or personal evidence, are voiced. One side accept a steering damper to possibly correct a low speed steering wobble, or for a rarely mentioned benefit. Reducing the effect of a foreign object seriously influencing steering by impact is a hardly considered, even though automotive engineering evidence identifies this as justification. The converse, well voiced view, is that a steering damper indicates some fault in the attachment and/or alignment of the sidecar to the bike. An interesting thought in the debates about the various options for steering and braking is the high probability that even the sidecar “experts� are unlikely to have experienced of all the permutations.

Steering dampers are fitted to many vehicles at the design stage, including solo motorcycles, and automobiles. No suggestions of design flaws in these vehicles, be they high powered sports bikes, or indeed cars produced by, for example, Germany's big auto players. The world's only (very probably) complete outfit, the Ural is also offered with a steering damper option. There is no sign that even hard line Uralistas would question this provision by the factory, or its agents on what almost designed as a complete sidecar outfit.

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Mercedes Benz steering damper

Ural steering damper

Although a steering damper fan, I accept some manage very well without this option.

In such a diverse vehicle arena as sidecars, “difference� is an essential part of the attraction, enjoyment, and identity. May it be ever so.

The diversity of sidecar outfits is apparent in these fine specimens. They are both considered by their owner to handle very well, of course, in their own particular way.

Preferences in the areas of handling and steering ? To be fair, and to maintain an honest approach, it's only realistic to consider what has been tried. Wasp leading link forks are a preference having had three machines so equipped. Steering damper, having used VW and Mercedes types successfully. However, prepared to try other damper options, possibly less cumbersome and slightly lighter resistance. Tyres ? Car, but not too wide on both bike rear and sidecar, plus a motorcycle rear tyre on the bike front. But of course, ideals can change, that's sidecars.

Next time, some thoughts on braking and power train options.

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The Road to Auntie Bunn’s This little tale started back in 1996, at a friend’s funeral in Sheffield. Among the mourners was one of his Aunts, who was known as Auntie Bunn. During the “knees up” after the proceedings at the crematorium I was introduced to Auntie Bunn. Auntie Bunn was very Welsh, and lived in Mid Wales.

I do remember talking to her about the many times that I had visited Wales, whereupon she insisted that I visit her at her home the next time that I was around her part of the country. This I promised to do, not for one minute thinking that this was ever likely to happen.

So, forward to the following November, and once again we were back in Wales on one of our twice yearly jaunts to the small Welsh town of Dolgellau. As usual on the Saturday we set off for a ride. Joining me on this trip, was my good friend Alf, and another good, long time friend Paul, better known as “Chad”. Alf was on a 500cc Ariel single, which he had borrowed from a friend. Chad was on his trusty BMW K100. My steed at this time was a Honda 250cc RS.

Nothing like

riding in Wales

This time it was decided that we would do something different. So, soon after leaving Dolgellau, we turned off the main road, heading towards Cymer Abbey, and the Coedy-Brenin Forest Park.

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This turned out to be a great ride. Narrow with passing places, and loose surfaced road, tested our riding skills. We had frequent stops to admire the view. This road ran right through the heart of the Snowdonia National Park, every turn of the road brought fresh vistas to the eye. Best of all, there was not another vehicle to be seen.

Mile after mile of open road. This is what riding in Wales is all about. Magic.

The Ariel that Alf was riding had a real bark to it. I suspect that there wasn’t a lot of material in the silencer. This added a little spice to the proceedings when we entered a wooded area. Just inside the woods there were about a dozen 4 wheel drive Land Rover type vehicles parked up off the road. All of these had dog pens attached.

Two or three hundred yards further on, lots of guys with shotguns were standing by the road side. My guess is that they were out hunting with dogs. Well, the noise that Alf made with the Ariel was enough to make every animal and bird scoot off over the border into England. The guys hunting and shooting day out had been well and truly shafted. At our next stop, we had a real good laugh about it.

Soon after this we dropped down to the A494, which we crossed over. We then started the long climb to Bwlch-y-Groes. Here is a stunning viewpoint. It’s like being on top of the world..

On Top of the World ?

From here, the road dropped steeply to Dinas Mawddwy. Then, on the unmarked road that runs alongside the A470, all the way to Machynlleth. (What a mouthful these Welsh places are ). It was decided that it was time for some refreshments. Where to go ? We knew of a decent café in the town, so it was decided that we should go there.

Then I had this brilliant thought.

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Why not drop in at Auntie Bunn’s ? After all she had invited me to visit and she was a friendly old soul. I knew the address, it is one that you could not forget. “Dovey Cottages” just across the River Dovey on the edge of town. So, without anymore fuss, off we set.

The “Dovey Cottages” truly are “Chocolate Box” They look idyllic, set low just over the bridge on the river. We duly parked our motorcycles at the space at the end of the cottages and strolled down to knock on the door. Soon after the first knock, a young lady appeared, and said, “Yes ?”. I replied, “ We’ve come to see Auntie Bunn”.

“Come right in”, said she. So we did.

We followed her through into the living room where Auntie Bunn was sitting. She greeted us warmly and asked if we wanted a cup of tea, to which we gave the affirmative. Tea and buns appeared, which we gratefully scoffed. Auntie Bunn was chattering away quite animatedly, but something was nagging at me. A short while later, Auntie Bunn asked if we would like another cup of tea. Once again, we said yes.

Auntie Bunn and the young lady disappeared into the kitchen. Chad leaned over to me and whispered, “ She doesn’t know who we are.” That’s when the penny dropped with me. Auntie Bunn never once mentioned about how we met, or mentioned her relatives in Sheffield. She really hadn’t a clue as to who we were. Admittedly, we did look rather scruffy.

So, after drinking our 2nd round of tea, we made our departure, thanking her profusely for her warm but naïve welcome. We could have been anyone. Once again we had a good laugh about it After this , we carried on all the way around the peninsula on the A493 via Tonfanau, and the Mawdddach Estuary. Thence back to Dolgellau arriving back just as the light was fading. All three of us agreed. This was a brilliant ride, with a very humerous ending.

Whenever I meet up with Chad he nearly always mentions this incident, and we all finish up laughing. I have passed by Auntie Bunn’s place a couple of times since then I have never called. She was an old lady then, and she is probably not around any more.

One thing is for sure, Auntie Bunn will never be forgotten.

Oscar

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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.

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The Outfit that Ted Built Some months back I was confronted by email as to why I commented on the Adventure Rider Hacks forum about sidecar builds around the world, notably Australia and the USA, but hardly at all about stuff created in the UK. Now, the accusation had a modicum of truth about it, although I have made some observations.

Truth is, the UK sidecar scene is hardly as vibrant as that in our former colonies, so I claimed something of an excuse.

A couple of months later we found ourselves at the latest edition of the EGT (European Sidecar Rally) at Weiswampach and spotted an outfit that had been seen on the Hacks forum, admired at face value, but no comment passed at the time.

However, once seen in the flesh as it were, the outfit in question was immediatekly recognised, as was the owner and creator, Ted Cooper. We met Ted and his partner Carol two years previous at the same event on their classic solo Gold Wing. That trip had been for Ted to check out the serious sidecar scene for a project at home.

Now, two years later, Ted had arrived on his creation, a very interesting GL1100 Wing based outfit. In my defence for not having passed any comment on this intriguing UK built set up, the images on the Hacks forum I had seen hardly did Ted's creation justice. Maybe by not presenting a more detailed description of the whole project on the forum kept the interest level low key. Chances are Dorset based Ted was more than content simply doing the job.

So, down to the nitty gritty. The Honda GL1100 has 167,000 miles on the clock, another example of “Jap crap” the bigots might say ! Ted has a soft spot for the big Honda model, both in 4 and 6 cylinder modes, although he has plenty of experience with other makes such as BMW. A grass track racing history confirms his depth of experience and knowledge, all helpful in how he does his business.

Ted admits to being “no welder” (he knows a man who can), his practical skills, notably as a carpenter, plus also working with fibreglass, are very apparent in the detail that abounds on this interesting vehicle.

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The bike itself features some fine examples of Ted's ingenuity and approach. The EML leading link forks were originally on a Moto Guzzi and modified to fit as was the front wheel courtesy of a GL1200. Braking at this end is provided by four pot Brembos taken from an Aprilia RSV1000.

A distinctive feature is the modification to the Honda's dummy tank lid to provide a better home for the ignition switch and other electrical connections.

Ted made the fibreglass panniers and top box, which feature original locking catches from Honda panniers providing a distinctive, functional, and professional look. The seat is courtesy of Geoff Foss in Andover.

Thoughtful touch is passing wiring through the handlebars illustrating Ted's detailed thinking behind the whole project.

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A reminder that the motorcycle is a Honda Gold Wing despite the numerous home made amendments, but still retains some of the original touches from the famed Japanese touring machine.

The equipment carrying sidecar, Carol having opted for pillion duty, is something else.

The fibreglass body highlights the skill and care that has gone into the project. As with other parts this features seven coats of Craftmaster enamel paint, including primer and undercoat. No doubt a lot of hours devoted to this finishing touch.

The sidecar chassis has touches that indicate Ted Cooper's motorcycling history, and what he has gleaned from assessing what others have done. Suspension comes courtesy of the linkage and shock from a Suzuki SV650 married to a GL1200 front wheel. The latter's bearing cover is made from a stainless steel milk jug minus the handle and pouring beak ! Clever.

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The complete chassis is a credit to the man with its twin arm suspension, not unlike the Tripteq Heeler and EZS Munro sidecars. As with the rest of the outfit, the painted finish is no half hearted attempt to cover bare metal.

At this year's European Sidecar Rally, others shared their admiration of Ted's handiwork when the organising Motoradd Gespanne magazine awarded Ted third place in the “HomeBuild� category. Quite a feat in a situation where creativity and good engineering is admired and so much on show.

A smiling Ted on the right with his EGT award

The outfit that Ted Cooper built is a combination of skill, knowledge and a desire to include quality when creating this sidecar outfit. Certainly a credit to the man from Dorset. Happy to acknowledge that it's not just our colonial cousins who can do a good job when creating a personal take on creating a sidecar outfit.

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Hedingham Sidecars

Manufacturers of the Hedingham Range & Unit Leading Link Fork

Full range of products and services, including the Hedingham Sidecar range, Leading Link Forks, parts and accessories, plus attachment services and advice.

Sprite

Aspire

Single Seat

Gem

ETH

Hub

Unit Leading Link Forks Finished in black hard wearing powder coating. All bright parts and fastenings are stainless steel.

Fibreglass mudguard in gloss black with mudguard hoop or mudguard side stays (type supplied depends on bike make/model)

Hedingham Sidecars Ltd, Unit 1, Woodpecker Court, Poole Street, Great Yeldham, Essex, CO9 4HN Telephone: +44 (0)1787 461892 Email: sales@broomhillcomposites.co.uk sales@hedinghamsidecars.co.uk http://www.hedinghamsidecars.com

If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 20

SideLines Electric Vehicles The promotion of electric vehicles is well established as environmentalists, politicians, and involved engineers seek to promote the idea of reducing fossil fuel use. Manufacturers of fossil fuel powered vehicles, including very big players, have declared their “enthusiasm” for the green agenda. All very noble and not to be dismissed, even if their continued production of large 4x4s is open to debate.

There are issues of electric powered vehicle's limitations, as well as possibly not being quite as green as publicity, suggests. The crucial comparison with the flexibility of fossil fuel power, notably range, being established worldwide, and “instant” refuelling rather than needing to time to recharge. “Splash and dash” is a significant feature of petrol and diesel fuelled vehicles.

The electric revolution has made strides in popularity and politically, particularly with hybrid cars' duality of electric and fossil fuelled power. Pure electric vehicles have gained some interest where usage patterns permit the recharging process to be less limiting. By keeping to shorter distances on regular routes, the routine of travel and keeping the vehicle charged can work. The oft spoken merit of electric vehicles then comes into play, namely the lack of pollution associated with fossil fuel use.

However, we cannot ignore that electricity to recharge is produced predominantly by fossil and nuclear generation, somewhat reducing the green credentials. Another downside is that much of what people now require in their vehicles impacts on the power required. In car entertainment, satellite navigation, heating and lighting make demands that directly influence performance, especially range.

With motorcycles, several manufacturers have entered the fray. How much this is influential beyond small commuter two wheelers is debatable. A one lap of the Isle of Man TT course is impressive, especially in speed and acceleration terms. Not on a par with conventional machinery, of course, but interesting. How this will ultimately generate sales and ordinary usage, well the jury is still out. Could it simply be that the motorcycle racing fraternity is simply appeasing the green revolutionaries ?

In the car racing world the advent of Formula E, an adjunct of the high powered world of Formula 1, could be accused of appeasement for the significant, overall energy consumption of this world travelling extravanza.

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SideLines The most significant vehicle promoting vehicular electric power over the past decade is the Toyota Prius, a hybrid car originally with a 1.6 petrol engine supplementing the limitations of electric power. Promotion concentrates on fuel consumption, focussing on what can be achieved when electricity is the prime mover in urban driving conditions. In urban traffic at low speeds, the silent Prius, its internal combustion engine being inoperative, produced comparable MPG figures attractively better than comparable fossil fuel engined cars.

Trouble is, all round MPG, i.e. mixed condition driving, is on a par with similar vehicles powered solely by modern lean burn engines. Initial success was influenced by celebrities purchasing, possibly supplied with the green credibility car. A later, larger 1.8 litre petrol engine was derided, but didn't stop the faithful continuing to praise their “green� choice. As with most vehicle owners, maybe defending their particular choice, despite the evidence. Motorcyclists may well know the score on bike bias.

The two wheeled world has its own electric evangelists, notably Zero of California.

Developed over 8 years, their models have improved. Interestingly, Zero publicity photos, seem to feature more off road than street. The rarity factor predominantly prevents insight beyond manufacturer claims and supportive journalists. Have yet to see a feature of a Zero on a touring ride in motorcycle publications, although always prepared to be corrected on this supposition. A visit to YouTube provides inevitable enthusiasm, but also negatives, notably on the matter of range.

Zero closed its UK operation, perhaps highlighting that vigorous enthusiasm can't always overcome customer reluctance. Motorcyclists can be conservative when it comes to actually purchasing something radical. The jury is still very much out on viable, road going electric motorcycles.

There are major influences on the promotion of electric vehicles, especially those involving manufacturer, or taxpayer subsidy. Purchasing inducements from government, schemes to supposedly offset carbon footprints, and London's congestion charge benefits, have encouraged electric vehicle customers. Would the enthusiasm be as serious, if such taxpayer encouragements weren't available ?

Electric vehicles will develop, probably four wheelers more so than powered two wheelers. Hybrid options being most likely. The physical capacity of cars means that the necessary hardware of electric motors, batteries, and electronic control systems is easier to fit in than on a powered two wheeler. However, the internal combustion engine will still be around for some time yet.

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Today's Sidecar outfit is a practical leisure vehicle, which creates interest wherever it goes. It enables you to include the family in the fun motorcycling, short trips or longer holidays while providing: •Extra space •Stability •Greater travelling comfort •Convenience for passengers Children and dogs LOVE sidecars!!

Decades of experience riding, selling, manufacturing, and fitting sidecars provides you with a wealth of experience that can help you join the great world of sidecars.

Sidestrider supply the famous classic European sidecars from Watsonian Squire and Velorex, as well as Unit leading link fork kits for most model motorcycles. In addition, Sidestrider also offer a bespoke sidecar service.

Sometimes there are questions you might have, so I will be happy to personally send reprints of various articles pertaining to your specific questions or just "interesting stuff" regarding sidecars.

So, if you reside in the USA, and are interested, please get in touch; Call Doug Bingham on 818 780 5542 or Email via our website; http://www.sidestrider.com/

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Luggage on the VMax Yamaha's Vmax 1200 is an iconic motorcycle that seems to have been something of a hybrid with defects. Not a modern concept of hybrid of course with a combination of fossil fuel and electrical driven motors, more of a cruiser come streetfighter with an excess of power. For some time after its introduction in 1985 the beast was a lone interpretation of a two wheeled hot rod, and later became seen as the founding father of the power cruiser class. Handling never pretended to be sports bike, but in a straight line raw performance demanded respect.

In every sense, and despite shortcomings it became an icon for non owners, including those who have never ridden one . In later years other bikes came along to compete in the straight line power stakes, all compared favourably, or otherwise with the daddy.

By the time production of the 1200 version ceased in 2007, little changed, including the almost archaic use of carburettors.

Vmax, but not as you know it

When compiling a list of likely candidates for a sidecar, the Vmax would hardly be high any many folks' list, especially the “full power�, 148 BHP version. Regardless, and ignoring every modicum of common sense, a Vmax outfit came along, we bought it, adapted to it, so justifications and reasons are now history, so move on.

Our Vmax outfit required some changes to suit personal tastes, requirements, and to correct some concerns. Again, the concerns are not for today, although these related to the sidecar, not the VMax. Requirements included dealing with the lack of carrying capacity, as the big Yamaha was hardly designed primarily with touring in mind. The sidecar has an acceptable size boot, and we have a tow bar, so camping with our grandson is feasible. On rides without the lad the sidecar carries the better half, but becomes an oversize pannier when on camping trips.

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In the early months of ownership various luggage options were considered and explored. The desire being panniers on the bike to complement the existing top box, plus a rack for the sidecar boot (trunk) lid to increase carrying capacity. Off the shelf stuff was limited, or didn't fit the bill, so consideration was given to fabrication. Taking clues from various internet forums, as well as a few months looking at others' ingenuity at motorcycle rallies, led to a design that was both cost effective and functional. The resultant look is acceptable to us.

Mixture of 3 & 5mm thick alloy

Exhaust influenced design

Various mounting options for the boxes were considered, but ultimately aluminium (aluminum for our US readers) plate was chosen, a mixture of 3mm and 5mm thick. As part of the fabrication, two flat steel bars were used as rigid support straps. An engineer friend produced suitable alloy spacers to use for the supports. The two supports also cure the original problem of a top box that had vibrated excessively.

The one piece support plate for the top box and two panniers is cut to fit and is mounted on the original carrier mounting, plus the two support straps. An additional under plate is attached under the outside pannier to prevent exhaust heat burning the underside of the plastic box.

Carrier plate for top box

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The design centred around using waterproof tool boxes with one that we already owned from a similar project that hadn't got off the ground with our other outfit.

This particular box was no longer made, so another had to be found, which cost nearly double. However, this proved acceptable as it was then possible to have a slightly larger box on the inside, the outer size being influenced by the single exhaust outlet (our Vmax has a non standard 4 into 1 system). Whilst slightly different designs, the two boxes appear matching.

The completed job (LED rear light unit)

More rigid top box and welcome backrest

Shield to deflect heat

Looks OK ?

The project was completed using stainless steel nuts and bolts with both boxes permanently attached. Attaching the original top box mounting plate to the top of the alloy support plate means that the top box can still be easily removed if required.

However, as the better half prefers the support offered by the top box, removal is unlikely to be a regular occurrence.

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A rack for the sidecar boot lid proved to be a more drawn out affair, and a lot of searching was undertaken. Ultimately, as with the pannier arrangement on the bike, fabrication was seen as the answer. A few options were considered, even a little money spent on possible “answers”. A small, tubular steel shelf from a hardware superstore was an initial plan, but eventually rejected. Then some long stainless steel furniture handles from IKEA, again shelved (excuse the pun).

Then a eureka moment involving, of all things, a redundant child safety gate that had sat in the garage for some time. In due course, a hacksaw, steel tube cutter, threaded rod, and plastic weld, were all employed to produce a suitable frame work.

Four angle mounts, made at the outset for attempt Mark 1, were welded in place by another helpful associate. The carrier finished off by powder coating.

Started as a baby safety gate

Turned into this

Throughout the two aspects of the project, panniers and sidecar rack, nothing arose that would have done the respective jobs, so fabrication was necessary. In the event the financial outlay proved worthwhile. The sidecar rack came cheap even discounting nearly £30 spent on two initial ideas. Still, might use the discarded items sometime.

The rack was fabricated with items already in the garage that may well have been binned. Powder coating, £23, stainless steel nuts, bolts and washers, £2.80.

The pannier installation comprised two waterproof, plastic tool boxes, the original costing £26, the later one £53, stainless steel fasteners and replacement bolts £15, alloy plate £10 (bulk buy of £40 with majority still available for future use), and alloy spacers £20. The steel straps were bought so long ago as part of a much larger purchase of steel, but would reckon around £3 worth.

Oh, and the whole project works well other than when leaving a padlock unattached and it went missing as we rode off in the early morning darkness..........

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If you contact these folk for information, please acknowledge Sidecars On Line

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Intercom on the Outfit goes Fourth Issues 4, 5, and 7 of Sidecars On Line recounted personal experiences of attempts to equip ourselves with a reasonable intercom system to enhance our motorcycle and sidecar activity. A quick read of what went before highlighted that the very first attempt was not mentioned and failed miserably. What seemed a good idea at the time, maybe the story of many peoples' experiences, proved to be very disappointing.

That first foray involved a basic, presumed reliable, wired Nady rider to pillion passenger system. A few hours into a trip in France and the thing simply failed. The saving grace was that, on our return home, the supplier informed that there had been numerous returns of faulty Nadys, money refunded, so they had ceased handling the product. Possible this early experience influenced the drawn out nature of actually adopting an intercom system.

The latest development, after the unsuccessful Duchinni episode, was to bite the bullet and look at systems with positive customer experiences via internet forums and reviews. Ultimately, three requirements have been considered. Communication between rider and pillion, communication between rider and sidecar passenger, plus hearing audio sat nav directions.

Specification wise, the choice was Bluetooth technology eliminating the need for the relative compexity of cable connections. Despite earlier suggestions, the message was that Bluetooth technology has improved.

However, the Bluetooth choice also meant purchasing a Bluetooth equipped sat nav device.

Our trusty Mio

At first, a car sat nav was considered because the preference for listening rather than looking had for some years meant there was no need to have a motorcycle specific unit. Our trusty, still going strong Mio had lived in jacket pockets, and latterly in the sidecar. Audio connection using the Mio's 3.5 mm audio socket to in ear earphones. Helmet speakers had been tried, but the volume was too low.

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Unfortunately, past preferences were thwarted by technological advance, notably the demise of earphone sockets in sat navs, which had earlier stopped replacing our Mio. Also, the situation was further influenced by not being able to update the Mio mapping.

A second, ultimately crucial factor was only determined recently, being Bluetooth incompatability between sat navs designed for cars and those for motorcycles. The Bluetooth software coding linking a sat nav to a motorcycle intercom differs, so car sat navs cannot pair, i.e. communicate.

So, cheaper car sat navs could not be considered after all. For our proposed set up to function meant really biting the bullet, although in the event the highest cost options were avoided.

There emerged two products. The the Cardo Scala Rider Q1 intercom was chosen. Whilst the Sena SMH10 was strongly considered despite a premium price, ultimately selection boiled down to some design details and a chance conversation with a long time sidecar friend.

Cardo Scala Rider Q1

The internet was useful in identifying strengths and weaknesses of potential purchases. However, a personal recommendation by a like minded sidecar friend, proved ideal. Not only was helmet to helmet performance rated, but design features had enabled our resourceful friend to create his own headphone setup for when his lady wife is in the sidecar. His modified ear defenders incorporating a Cardo unit was impressive, so no need for some personal head scratching. Thanks Mick.

The second product chosen was the Garmin Zumo 350LM satellite navigation device. Whilst Tom Tom's Rider was an option, and may well have performed perfectly well, it lost out because its motorcycle designation led the manufacturer to omit a speaker. The inability to use the Tom Tom in a car seemed a strange feature for something so costly.

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Garmin Zumo 350 LM

When it came to sourcing the chosen products, a well known UK motor accessory chain store offered both requirements. Despite high total cost, the decision was made to go through this company's online “click and collect” service. The thinking was based upon a normal preference to deal personally with a local store, especially for high value items. In the event, the Garmin was out of stock, so an online search was made. The need was to acquire for a forthcoming European trip.

Ultimately, a company called Handtec was chosen due to a favourable price, using their best purchase permutation, i.e. selected from a mix of standalone intercom, plus a pairing of the Garmin and a single Scala unit.

The total price, including free delivery, was very attractive and made me very glad the local store was out of stock.

A slight complication with the order and its delivery, although a little frustrating, actually served to identify Handtec's customer services are very helpful. What was even more impressive was that Handtec sent a complete Scala Rider Teamseat comprising two units all in one case, something that should have cost a little more even at their excellent prices.

This meant a comprehensive selection of parts and options for various fitting needs.

Soon installed a single Scala unit in one helmet to assess the fitting routine and establish the function with the Garmin's Bluetooth feature. Issues arose when fitting the two ear speakers and boom microphone.

Suffice to say, READ the instructions thoroughly before starting, or better still check out one of the YouTube instruction videos. Fitting the intercom unit mounting plate on the helmet's LEFT hand side is crucial, if satisfaction with a job well done is required. OK, we all lapse into over confident sometimes, so as Homer Simpson might say, “Duh !”. Discovered helpful advice and useful animations on the Cardo, makers of the Scala, community website.

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Fortunately didn't actually fix the mounting plates incorrectly, but had to remove and refit the speakers due to the different lengths of wiring to each unit. The helmet mounting plate was then correctly fixed to the LEFT hand side of the helmet. Then it was all systems go after charging both intercom unit and Garmin, ensuring the units were “paired”, i.e. communicating with each other.

No initial problems as the Garmin's verbal instructions could be heard.

However, after reading instructions and adjusting the intercom volume, it was apparent the volume might not be sufficient.

A check on the internet confirmed that Scala had changed their design following concerns over volume levels from some customers. Instead of hard wired ear speakers, the Cardo design now includes a standard 3.5 mm socket, so that alternative speakers can be utilised. The internet provided details of various alternatives and owner adaptations.

Of course, the Scala wasn't strictly “working out of the box” at this early stage, but remedies exist. To confirm suspicions about the standard ear speakers' inadequacies, recently acquired headphones for an MP3 player were plugged into the Scala unit. Quality and volume were significantly improved and justified making amendments to the in helmet speakers. My helmet was fitted out with cannibalised Skullcandy speakers, whilst the better half was set up with larger 40mm Scala speakers.

Having made the investment and become more serious about our intercom facility, the time came to assess our new acquisitions. A trip to mainland Europe being the opportunity.

Anyone interested in considering our supplier for either communication, or GPS requirements, the Handtec website is; http://www.handtec.co.uk/ More to Follow next time on how we got on with the package on our travels.

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