Sidecars on line 16

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 16 – April 2015

An Oscar outfit on a ride through the “Alternative Lakes” (another Oscar Odyssey in this issue)

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Contents this Issue Editorial – Motorcycles, sidecars and retirement The Malt Loaf Chronicles – It all started with a French sidecar rally in Normandy back in 1986 Oscar's Odyssey – A personal invitation to enjoy our scribe's “Alternative Lakes”, on the doorstep of the UK city of Sheffield Top 10 UK Sidecars – A Personal Perspective – Part 2 being number 5 to the sidecar at number 1 SideLines – Motorcycling and a National Election Fuel Consumption and Sidecars – Answering the question, “What does it do to the gallon ?”, or some such request.

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Editorial The warmest UK for 80 years has drawn to a close. According to the weather guys, who say that winter ends on the final day of February, we know this doesn't mean it's then time to turn off the heating, discard the thermal underwear, unplug the heated vest, or plan lengthy rides to the coast. At least, not in our part of the world, and we suggest this applies to other places in well north of the equator.

Regardless, early February saw our sidecar club's traditional “indoor camping” weekend in a tiny North Yorkshire village. The 2015 edition saw 19 folk spending two nights in a heated village hall, ¼ mile from a country pub, and some 20 miles from the east Yorkshire coast. Good weekend of club self sufficiency with good food and sociable company. Cold and sometimes sunny, even though still winter, but once again worthwhile justification to get out and ride.

The next trip, our annual sortie to help out at the Scottish Motorcycle Show near Edinburgh, was a distinct tale of two halves, as soccer commentators frequently recall. The 250 plus miles north and roughly 60 miles of round trip to and from the show location, were completely dry. No falling moisture, not even wet roads. Unheard of for the first March weekend in our experience.

Sadly, the weather gods bit back with a vengeance for our ride home, nearly 6 hours with a single stop for fuel and food. Roads sometimes awash with drenching spray, and constant rainfall. The heated vest paid dividends as did doubling up on overtrousers. Can't remember when the helmet required drying inside ! The lady in the sidecar remained comfortable enough thanks to various heated options, which thankfully offset a slight leak.

The return from Scotland reinforced that the bike jacket was overdue replacement.

Aldi, a food store, now well known for regular, attractive offers in the motorcycle gear market, had a jacket on offer. Time will tell how this performs, but the apparent quality is encouraging. As ever, the (water) proof is in the riding, so we'll see.

During the remainder of March and early April efforts have been made to undertake a little work on the Yamaha outfit, but unavoidably affected by all of us having varying degrees of health issues. This accounts for the delay in offering this edition Finally, little over a week ago as this is written, we have lost a very good sidecar friend, of which there is a dedication at the conclusion of this edition's chapter of the “Malt Loaf Chronicles”. Pauline (Paula) LaMoon passed away at home on Sunday 19th April. A very sad loss for husband Frank, the family, as well as the sidecar community. We will all miss her.

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The Malt Loaf Chronicles – It began at a French Rally A first national sidecar rally organised by the ASF (Amicale Sidecariste de France) was mentioned at one of the sidecar events that once filled a full calendar of UK rallies and camping weekends. These involved like minded souls gathering each and almost every weekend between Easter and the very UK custom of celebrating a plot to blow up the House of Parliament around November 5 th, Bonfire Night.

For some, UK distances were reasonable, maybe an hour or so from home, whilst others were prepared to travel more significant distances. The camaraderie and nature of these events were a great attraction to family orientated sidecar enthusiasts, who now, in 2015, are described as the “baby boomer� generation. There was an eclectic mix of old and new machinery, plus an equally varied selection of ages.

Children, grandchildren, parents, and grandparents enjoying what for many cemented lifelong friendships.

So, what about this summer time rally to be held in Normandy ? As details emerged about dates and location, informal agreement on attendance emerged amongst longer established friends, plus ourselves. Some, such as ourselves, made their own way to the event, others opting to travel with established companions. The predominant view was that the rally would be incorporated into a family holiday, as it occurred during the schools' summer break.

We planned to visit friends in Belgium at the end of the French venture, but beyond that we had no plans. After crossing from Dover to Calais we rode south, alomg a route that took in the French urban mix of villages through to city areas, plus the pleasant countryside of what was to become our favourite European destination.

The ASF's 1st International Rally sticker

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The rally location was known to be in a wooded area outside the town of Saint Lô in Lower Normandy. However, in advance of our arrival someone had determined the unsuitability of the original site, so another had been arranged. Organisers set up an efficient re-routing point, and in due course everyone arrived at the new rally venue.

Despite a cloudy arrival, the weekend proved perfect in every sense with a good contingent of Brits. The first memory was a Friday evening ride into Saint Lô for an outdoor reception hosted by the local mayor. This was outdoors on part of the town's medieval walls. Plenty to drink, for some more than plenty and probably beyond legal, let alone good sense. Certainly, respective passengers certainly indulged. The tasty accompanying snacks added to the sense of occasion on a pleasant summer evening.

However, the sidecar convoy heading back to the rally site was something else. Quick hardly summed up the experience as our French hosts set a pace that was exciting to say the least. Still, no incidents, and no criticisms, just plenty to talk about during an evening of socialising.

Saturday dawned and the usual banter with friends old and new, both from the UK and amongst the French participants. The usual conversations about sidecar outfits, comparisons being mad about camping equipment, and eventually where to go after the rally. This provided undecided types such as ourselves with options, but we made no commitment initially as there was a rally to be enjoyed.

Being the inaugural ASF international event, there was not much of a specific programme beyond the Friday soirée, and evening barbecues. Then on the Saturday afternoon some of the French guys suggested a Tug of War contest, one of them having attended an English motorcycle rally where this featured. Our little sidecar band were familiar with this “sport”, so were up for it. The UK “team” assembled, as did somewhat inebriated ASF representatives. The prize, bottles of the local wine.

The Tug of War contest was agreed as the best of three pulls, but technique, something the French boys lacked, meant the UK men were victorious after only two pulls. A degree of competitive spirit then kicked in with our French hosts, who challenged that their wives and girlfriends could defeat the UK ladies. Again, brute force, a clear strategy for the ASF female team, failed to overcome the British women. More bottles of wine !

The mood of the moment then kicked in as we offered to gamble all the wine thus far won on one more contest. This time the UK ladies against the crestfallen French men.

More than a little pride was a stake as the two teams took up the rope.

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The UK Ladies Tug of War team Whilst it wasn't perhaps realised, our Gallic friends' Tug of War team had taken in even more strong refreshment since their defeat, so they were both uncoordinated and unsteady on their feet. An outcome that perhaps should have favoured the males involved, instead doubled the number of wine bottles in our “trophy cabinet”. The much lighter, yet determined British ladies repeated the previous successes, with only two pulls required.

To be fair, the spectacle only served to enhance an already memorable weekend. Still, it was only afternoon, the evening was to follow. Nevertheless, the UK contingent's prowess in the trial of strength gave rise to a new title, coined by existing Breton friendships. We were now, “Barbarians”.

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After a hearty barbecue, and as the evening cooled, we “Barbarians” were all invited indoors and presented with a challenge. Two large tables were set up with alcoholic beverages, specifically one table with beer, the other with bottles of red wine. In each case more than sufficient to delay our intended departure the following day.

The French challengers sat around the beer, the considered normal tipple of Brits.

We “Barbarians” were directed to the wine table.

The deal was to work through the drinks on our respective tables. From the outset, with but one exception, Ron Quinney, God bless him, our “team” determined there was to be a show, but limited intake. Ron remained outside and had more than his share of wine as we furtively passed bottles out to him and anyone else wishing to assist. Our French rivals didn't notice our strategy, no doubt diverted by the various English songs we sang and general merriment. Small quantities were consumed, but nothing like the French believed.

The charade was maintained throughout the evening, ably helped by our children deviously returning empty bottles to keep the table looking complete. At one stage someone had the cheek to request more bottles of wine, which our generous hosts duly obliged. In time we slowly retired to our tents, maintaining of course, the belief that we all well beyond redemption.

Knowing we had to pack and move on, Sunday morning saw us up bright and early for breakfast, notably beating our drinking rivals to breakfast. As they almost crawled into the breakfast area they looked incredulous at our relatively fresh state. The response summed up in one word, “Barbarians ! ”

1986 The Brits at the 1st ASF International Rally + Marc Thouret (Honorary Brit in Honda shirt) 10

As a footnote. Ron Quinney and Denis Harding had to be helped to bed quite early on the Saturday evening. Ron, bless him, opted to stay a little longer whilst the effects of his drinking endeavours subsided. He then moved on to the west coast of Brittany.

At breakfast Pat and I opted to take up the offer of those heading for Cancale in Brittany. A new place for ourselves, as well as being the first time we would spend time with a new set of friends. Not that these were strangers, for we all knew each other from sidecar rallies and camping weekends back in the UK. However, this somewhat casual arrangement was destined to become something special that led to our adopted group title, “Team Malt Loaf�.

The inaugural ASF event was thoroughly enjoyed by adults and children alike.

Ourselves and others received recognition for having attended and travelling some distance to reach the event. It also helped create and enhance friendships that have been maintained down the years, and for which we are ever grateful.

Next time, a follow up to the rest of this particular sidecar trip........

ASF Rally Locations & History

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Dedication Memories are about places, but most of all memories are enhanced due to people. A visit to a famous tourist location, a scenic wonder, or a place of particular, personal interest are hopefully worthwhile experiences. We have seen some fantastic things over the years, many of them whilst travelling on one of our sidecar outfits.

However, what always adds to the pleasure of an experience is connecting with people, be they friends, associates, or strangers met for the first time, who might be locals, or others visiting just like ourselves. For us, all have enhanced our memories.

Significant experiences have, and continue to be, involved with sidecar and motorcycle enthusiasts. We continue to add to many folk already met along the way.

Amongst our long term friendships are Team Malt Loaf “members”. We may not continue with the trips once seen as part of our sidecar activity, meeting up and contact continues when possible. Time and commitments change the routines of life.

Recently, beloved Malt Loaf stalwarts, Pauline and Frank LaMoon have unfortunately been affected by separate, but serious health problems. Our ability to help has been influenced by distance, their home now being in France.

Sadly, on Sunday 19th April 2015, Pauline (Paula) passed away. A great loss for Frank, children Kim, Carl, and their families. Also, a great loss for the sidecar community, both in the UK and throughout Europe.

At this sad time, what is not lost are the fantastic memories of a wonderful lady, a founder member of “Team Malt Loaf” and happy times shared. God bless.

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The Alternative “Lake District” Quite a long time ago, in my local library, I came across a book called “Motorcycle Touring”. This was written by Peter ”The Bear” Thoeming and Peter Rae. Quite a good read it is too. But one item in the book left me, to put it mildly, a little puzzled.

Whilst advocating touring in Scotland, the writer wrote, and I quote. “ The only problem with touring in Scotland, is that most of us have to pass through the North of England to get there.” Shortly after this cutting comment, the writer then suggests breaking the journey to Scotland by stopping off in the “Lake District”.

I suppose that I must give the two Peters a little slack, after all they had just rode overland from Australia. Nevertheless, if this dashing pair of world travelling motorcyclists took a little time to look, they might have noticed the “Alternative Lake District”. Where I come from, this area is known as “Sheffield’s Lake District”, lies to the North West of Sheffield on the Eastern flank of the Pennines, and is over 100 square miles in area. The “Lakes” are actually mostly all man made reservoirs.

Nevertheless, they are really lovely places to visit, and have long been a favourite short ride for me. So, follow me and let me whet your appetite for a very uplifting trip around the “Alternative Lake District”.

The “Alternative Lakes” - Not to be missed 14

As good a place as any to start the ride, is the “Flouch” crossroads, which is the convergence of the A628 & A616just beyond the town of Penistone and at the eastern end of the Woodhead Pass. Taking the A616 towards Sheffield, after just a mile Langsett is reached. There is a great café here, frequented by cyclists and a few motorcyclists. As I write it is still painted in the white paint and pink spots that were applied for the 2014 “Tour de France” cycle race stage that passed this way.

Here you turn right signposted Strines / Derwent Valley.

Year round beauty Virtually after negotiating the first bend in the road, you come across the first of the “Lakes” This is the Langsett Reservoir, and very scenic it is too, being surrounded by fir tree plantations, and the Pennine moors providing a backdrop. We carry on along the road which is built on top of the dam wall.

After a couple of miles we turn left at the junction for “Midhopestones”, and as we drop down the hill there’s “Midhope Reservoir”. With “Underbank Reservoir” glinting in the distance. At almost 3.5 miles turn right signposted, “Bolsterstone/Strines”. At the top of the hill there’s a superb view of the moors, with “Ewden Heights” straight ahead and “Pike Low” hill in the distance, topping out at 1567 ft.

So far, it has been a great view of every turn of the steep and narrow rural hillside roads. It’s more of the same as we reach 5 miles and breast a rise. In the valley to the left of us is a glorious view of “Broomhead res” dominating the upper part of the “Ewden Valley”.

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Far from the crowds of nearby Sheffield I could go on and tell of the rest of the trip around this area. Suffice to say along with the “Langsett” “Midhope” “Underbank” and “Broomhead” dams that have been mentioned. If you plan a route through this place, there is also the “Ewden” “Agden” “Damflask” “More Hall”and the “Dale Dyke”. The “Dale Dyke” dam incidentally burst its banks in the year of 1864. Nearly 250 souls were drowned that night along the valley towards Sheffield.

The ride around these dams can be broken with stops at High Bradfield. The “Old Horns Inn” is a well known watering hole. Just down the hill from there is Low Bradfield. The Post Office here can supply you with sandwiches tea & coffee. On summer Sundays, a cricket match is more often than not being played. From Low Bradfield, follow the road via Smithybridge Lane and Fairhouse lane past what once was a bikers pub, “The Haychatters” now just a humble rich mans dwelling.

Eventually the “Strines” pub is reached. By this time the ride will have given you a real buzz. Some of the twists and turns, not forgetting a couple of hairpin bends, really draw you on. A stop at the “Strines” is a must. Very Olde World is this place.

Sit outside here and soak up the view of the Hills with the Strines reservoir shimmering in the sunlight.

From the “Strines” it is a short ride to the A57. Turn right, signposted Glossop/Manchester, down the swooping road, past the turn off for Bamford A6013 and over the “Ladybower” bridge. Then take a right turn towards “Derwent Valley”.As you ride the road at the side of the “Ladybower res” it’s hard to imagine that somewhere under the surface lie the ruins of Ashopton Village, which was abandoned and flooded to create the “Ladybower”.

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I do remember in the hot summer of 1959 I cycled here in order to see the ruins that were exposed in the drought of that year. While clambering over some of the ruins, I slipped in and was covered in red mud up to my waist. The mud soon dried and peeled off during the long ride back home.

At the “Upper Derwent Visitor Centre” it is best to park up here and take a walk to see the Derwent Dam . If the dam is full it is possible to stand almost under the dam wall and experience the water thundering down.

The Dam Busters' Peak District practice location On a historical note. This is where the famous “Dambusters” practiced for the raid on the dams in the Ruhr in Germany during the 2nd World War. In one of the towers of the “Derwent” dam, there is a museum dedicated to this event. Also in the museum is a history of “Tin Town”, built for the workers that constructed the Derwent Dam Well worth seeing.

From here, you have to double back to the A57 where you can turn right for Glossop via the Snake Pass, or go left and head for Bamford and the Peak District. But that is maybe for rides on other days.

Summing up, not quite the “Lakes”, but a darn good place to ride on any day.

Oscar

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Top 10 UK Sidecars – A Personal Perspective – Part 2

Hedingham II 5th – Hedingham II – The first Hedingham sidecar was a popular choice from the outset, but eventually it became obvious that a wider option would be equally, if not more popular, hence, the widened Hedingham II. This second generation sidecar was a response to the emerged popularity for wider bodied models, reflected by offerings from mainland Europe, as well as in the UK. Chassis, suspension, and of course the sidecar body itself were updates of the original design. Judging by those seen on the roads today, the Hedingham II has proved a popular choice.

Coachbuilt revival – Gemini Lowline & traditional double adults 4th – Gemini – As the UK sidecar market became more leisure based, and modern motorcycle designs suggested that fibreglass sidecars were more likely to dominate the sales figures, there remained a core of enthusiasts, who still favoured something more traditional.

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The coachbuilt sidecar still had a place for some enthusiasts, even as relative affluence and fashion suggested otherwise. Sportier, fibreglass sidecars became the weapon of choice for many, but were limiting in terms of passenger and luggage carrying capacity.

By the late 1970s, most of the traditional coachbuilt UK sidecar manufacturers had disappeared. Times had indeed changed. However, one man saw a potential business opportunity. Fred Yates appreciated a need for new coachbuilt sidecars to satisfy a demand that, whilst small, was sufficient for a time to justify him making Gemini sidecars a viable business.

Custom special Gemini Compared with the historical, defunct coachbuilt manufacturers, a notable feature of Gemini sidecars was being prepared to offer variations on the theme, something not quite as easy when moulds are involved as with fibreglass. Appearance was reminiscent of traditional designs, but further interest, and custom was stimulated by the introduction of the Lowline options.

Fred was also prepared to customise designs to suit customer requirements. Gemini certainly showed that the sidecar market wasn't all about sporty appearance, but that function could be made to look and work well.

Undoubtedly, the advantage of the coachbuilt approach allowed for flexibility of design, so Gemini sidecars did not have to consider the more complex issues related to fibreglass design such as the production of moulds and the paraphanalia of such production. Simple tools, available materials, but of course a fair level of skill. Fred Yates also had the advantage of being a sidecar practitioner.

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The original Hedingham I alongside a Kawasaki GT750 3rd – Hedingham I - Keith Wash's original Hedingham sidecar offered a classic look alongside an innovative torsion bar suspension system. This sidecar found favour amongst both classic enthusiasts, and those wishing to attach one to more modern machinery. Certainly a sports sidecar with broad appeal.

The Hedingham provided an alternative in a late 1970s, early 1980s sidecar marketplace that although not massive compared with past decades, was reasonably vibrant. Post World War 2 baby boomers with a passion for motorcycling were maturing, but with predominantly young families, some yearned for and realised the sporty third wheel option.

Although there were other options, the Hedingham provided a distinctive, sportier alternative. Of course, possibly more suited to a couple rather than a multi child family, the original Hedingham still proved attractive for one child families.

Other design features of the Hedingham are the ever popular wrap around chassis with particular detail touches such as the rear chassis mounted rack, plus protective loops for a spotlamp, as well as the sidecar nose area. Designed in the late 1970s, original Hedinghams have stood the test of time, as well as continuing in 2015 to be still worthy of consideration.

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Watsonian's Palma alongside a distinctive 1980s superbike, Kawasaki's 1300cc six 2nd – Watsonian Palma – The Palma was a successful sidecar, for some time considered to be the flagship of Watsonian's range. Through the 1960s and into the 1970s, it sold around the world, and probably inspired much of what was to follow. The original design was certainly viewed as modern, both in terms of the body design and being mounted on what at the time was a new chassis.

Being something of a break from what had gone before, there were some considered flaws, but these were hardly noticeable at the outset. Being fitted to the more modern motorcycles of the early 1960s didn't necessarily highlight issues with the suspension, nor the potential for the chassis to flex. However, as bike performance and rider demands increased as the years passed, deficiencies were perhaps more obvious to some. On the other hand, and to be fair, what other sidecars were any better ?

Another criticism was the variable perfomance of the cable operated sidecar brake, which could be problematical. However, the whole issue of sidecar brakes is a subject of debate amongst the sidecar community, so perhaps this is best left alone. Suffice to say that many in the past disconnected the Palma's sidecar brake due to its potentially inconsistent operation.

To this day, the Palma remains an attractive possibility to attach to a wide variety of motorcycles, from established classics to more modern interpretations of the powered two wheeler. Many of the early models are still around, some modified, some noticeably showing their age, and others which look straight out of the showroom.

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Early Squire attached to a rare two stroke Silk, a bike derived from the classic Scott motorcycle 1st – Squire – Entering the UK sidecar scene in the early 1970s, the Squire was a breath of fresh air. The single seat, fibreglass bodied Squire was hardly a revolutionary design, and may have had “faults” such as trailer style torsion (“rubber in torture”) suspension, plus poor wet weather protection. However, the new kid on the block made an impact for one major reason.

The big difference was that Squire made their product available to motorcycle dealerships throughout the UK, and ultimately overseas, so potential buyers could actually see it in the flesh. Crucially, the great plus was the Squire's “off the shelf” availability with quick delivery times. Prior to the Squire sidecars had effectively become “built to order”, often resulting in lengthy waits. Watsonian, the long established UK manufacturer had good business with non sidecar related products, plus they only provided sidecars through a very limited supply chain.

In addition, Squire promoted their product via extensive advertising, certainly compared with the competition, and by significant press exposure. More than simply developing their own sidecar business, it could be said that Squire stimulated the market as a whole. Others were encouraged to join the fray, even if only on a small scale. Although sidecars were not destined to reach the popularity heights of the past, there was a resurgence for which belatedly Squire deserves praise.

Finally, this Top 10 of UK sidecars in the past half century is a personal selection. It possibly highlights that there has been little product development in recent decades in the UK, which may account for why sidecars in the UK have become so rare.

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SideLines Motorcycling and the UK National Election There is a great risk writing this at this time, but maybe some things have to be said despite the pain. You see we Brits are less than a couple of weeks, or so away from an election to determine who exactly will run the country. Correction, to select the chancers who suggest in promises and so called undertakings that they should be chosen above all others to administer a country that long ago lost its empire, and consequent historical importance.

Personal this, but a little country emulating what several other “players” did in centuries past. Think Roman Empire, maybe the Greeks, a few Italian city states, the Spanish, the Dutch, and anyone else who had colonies. Even Belgium once had a presence in Africa, the Congo, and that quickly went pear shaped.

In more recent times, notably from the start of the 20 th century, Russia, Germany, Japan, and latterly China have had a dabble at extending their “influence”. Some of these follow ups to past glories, usually in their own national neighbourhood.

Historically, much of the conquest game was down to the guy with the biggest axe and level of brutality, strangely with all those involved claiming God was on their side.

Latterly, thanks to a few books about ideals, the big thing has been about politics, democracy, and such like. Socialism, capitalism, and perhaps at the beginning of the 21st century, the new religion of consumerism.

UK politics, whilst claiming to be about representing the people, is predominantly about professional politicians, it's a career mate, who from the outset have studied politics, gained university degrees in PPE (politics, philosophy, economics), and since JFK started the ball rolling, being a celebrity. “Pretty Boy Politics”, usually laced with a fair smattering of a wife to enhance the image. Spin doctors and aides have become the new “royal court” to write the speeches, decide the strategy, organise the schedule, and above all mount the advertising campaign to sell the product.

Naturally, it all costs money, so suitable war chests of the financial requirements have to be established. Sympathetic associates, supporters, and such like are very important. Promises and undertakings to these people, notably the rich and powerful requires suitable reward. What this might entail is anyone's business, or maybe shouldn't be asked.

What has this election mullarkey got to do with the escapist activity of being a sidecar enthusiast, or for that matter a motorcyclist ?

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SideLines There's plenty of evidence to show political figures currying favour by sitting on a motorcycle, or attending a motorcycle event, an apaprent supporter. In some cases, there are even politicians, who ride. However, this doesn't alter the fact that in the UK over the past haf century political and bureaucratic measures have contributed to the decline of motorcycling as we once knew it.

When a certain D. Cameron was a mere new leader of the UK Tory party, like others before, he was prepared to make himself available for photo opportunities. Nice one, Dave.

Then of course, even the next possible Tory leader could be being more hardline in his apparent “love” of motorcycling ?

For those unaware, the eccentric Boris “Pedal Cycle” Johnson is famed for being Mayor of London, and just maybe a UK Member of Parliament in a few weeks.

An example of concern to the sidecar side of things is that an evolving, harsher rider testing regime already means it's impossible to take a rider test on a sidecar outfit.

The only exeption being if the new recruit is registered disabled. Now, how did that arise, and how was it permitted to happen ?

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SideLines So, where does this particular election fit in with the concerns ? As ever, very uncertain about what the main political parties have in store for motorcycling, although to be fair to the elected types, it's full time civil servants who concoct all manner of crazy ideas irrespective of the party in power.

Unelected bureaucrats propose ideas and schemes, and elected politicos accept and possibly implement. It beggars the question that civil servants come up with things, however questionable, to justify their existence and fat pensions.

Opportunity arose to study the UK Green Party's transport policy. A lengthy document, and predictably not one to gain the support of died in the wool, Jeremy Clarkson loving petrolheads. Why ?

Of note are the negative view of personal motorised vehicles in general, as well as passenger aircraft. Interesting when it has to be assumed that the UK Green Party leader is an Australian, who likely didn't pedal cycle to the UK, and somebody who may well be travelling around on the election trail, not on public transport. Still, I'm sure there will be appropriate photo opportunities to highlight “green credentials�.

Of more significant concern is the prescriptive venom directed at motorcycles. The relevant section in the UK Green Party Transport Policy states;

TR320 Smaller, low powered motorcycles are generally preferable to cars (especially those with a single occupant) as they take up less road space and are more economic consumers of fuel. However, the Green Party does not wish to see increased use of motorcycles because they emit pollution and noise and can endanger road users. The aim is to encourage much less use of high powered machines and for low powered machines to offer an alternative for those who currently use these or cars and could not transfer to more sustainable modes.

TR321 The Green Party would take measures to encourage a transfer of motor cycle manufacture and use from larger, powerful machines to less powerful ones including scooters and mopeds. These would include setting and enforcing strict noise limits and, for higher powered machines, speed limiters.

TR322 For the safety of other users, the Green Party does not feel it appropriate for motorcyclists to be able to use any priority measures put in for pedestrians and cyclists, including those shared with public transport.

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SideLines So, when looking at “green politics” as a whole, there might well be some things you could agree with, even vehemently support, but there are serious loss leaders if you chosen transport is a motorcycle. With a massive stated preference for public transport, no doubt a sensible option done right in the right place, the Green Party is hardly into the idea of personal motorised transport. What it appears to support is hardly anything that hints at freedom, or has the capacity to stir the soul.

As this is written the UK has yet to decide on who exactly should form the next government. Promises and undertakings have been made every day for what already seems an eternity. Will folk be glad to see the back of the election campaign ? With the exception of so called political commentators, maybe the vast majority.

However, it's reckoned to be a contest too close to call, so the dread is that there could be weeks of deals and double talk before something settled emerges. Equally, there might have to be another election before the year is out. Please, no, could we stand it !

On the other hand . . . . . . . .

* MAG – Motorcycle Action Group

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Fuel Consumption and Sidecars Recently, an inmate posed a query on the AdventureRider “Hacks” forum;

“I'm curious what sort of fuel mileage other people are getting from their sidecar rigs. My Ural usually got about 30 mpg (as we say in the USA) or 36mpg (as they say in the UK) or 7.8 L/100km (as they seem to describe this everywhere else), and while I don't have a lot of data yet, so far the Super10 rig seems to be doing about the same. Is this just how the aerodynamics of sidecars tend to work out, or do some of you do a lot better or worse ?”

Predictably, on the busy and popular “Hacks” forum, responses have been forthcoming. Little doubt that it will eventually disappear to the bottom of the forum threads pile, but is likely to keep re-emerging for one reason, or another. Personal experience is the fuel consumption topic crops up now and again, either to illustrate disappointment, or as a possible boast that someone might actually be doing better than expected when it comes to the thirst of a sidecar outfit.

We have two outfits, each with different characteristics due to the very different motorcycles involved, and perhaps more so the significant difference between the sidecars. The much modified BMW K1 with its seriously modified Saluki sidecar is on the face of it no mean performer when it comes to its 16 valve “flying brick” four cylinder engine. An 100 brake horsepower spec engine is capable, even if it's very unlikely to be turning out anything like that due to its age and condition, being an early 1989 version.

However, even if the BMW is 20% down on the manufacturer's specification due to current state of tune, it still has sufficient, generaly sidecar friendly pulling power.

Even so, personal operating style tends to keep me away from seeing much beyond 5000 rpm on the tachometer, it's just not me to live in the high RPM zone, it never has been. No doubt though, the Beemer pulls well once on the move, despite its obvious, somewhat excessive weight.

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On the other hand the Yamaha Vmax 1200 vee four (2007) is a totally different animal. A spec 148 BHP is on offer courtesy of the V boost feature when at 6000 rpm the carburettors, yes carburettors, combine to provide more fuel, and consequently even more oomph. Yes, something of an animal compared with previously owned motorcycles. Does it do a good sidecar hauling job ?

Certainly, and benefits from a smaller, lighter sidecar than that on the BMW. So, what about the fuel consumption situation with these two very different interpretations of this different vehicle type ? It's important to appreciate the personal approach to fuel consumption that has existed for many years. An issue has been undoubtedly economics, particularly as a Yorkshireman. “How much ?” is an important mantra, as is “if you can't afford it, you can't have it”.

Affordability is personally important, although being able to indulge on motorcycle related purchases is possible because of financial care taken elsewhere in life. For example, when winter weather reduces the temperature, do you turn the heating up ?

No, get the wife to put another layer of clothing on . . . . Well, not quite, honest dear.

On a more technical level, something related to me over 50 years ago by an undoubted petrol head grandfather, who had operated a Ford “T” model truck back in the 1920s.

His view was that other than any “seat of the pants” feeling, fuel consumption was a potential indicator of things not working right with your vehicle. Whilst as a raw teenager I might not have appreciated the total wisdom in those days of variously owned British motorcycles, all usually giving good mileage for a gallon of petrol, it ultimately proved a reasonable yardstick.

Leaking fuel pipes can be pretty obvious, although tell tale smell wasn't always apparent as past bikes lived outdoors. Fuel odours were seen as everyday on old, preowned bikes. On the other hand, a slightly slipping clutch, binding brakes, could also mean unexpected visits to the filling station. In later years, when experience kicked in more, problems taught analysis and remedies, mechanical issues tended to be specifically spotted. However, a slight fuel consumption obsession remains.

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Come clean time. I have religiously kept fuel consumption figures for all owned vehicles for some years. Currently, for the BMW, the Yamaha, and a Skoda car. A spreadsheet is used to enable simple figure entries to maintain an insight into performance. Maybe sad in some folks' minds, but quite intriguing at times, and on tap should anyone request “what does it do to the gallon”, or other notation they might use. Imperial gallon, US gallon, and litres per 100 km are on hand.

However, in more recent times, notably as UK fuel prices climbed from 2010, an extra calculation was included, which has proved useful in assessing fuel costs for longer trips. This is Miles per £ (pound sterling).

Fuel consumption is calculated within the spreadsheet at each fill up, so can vary according to several factors. However, this does still serve as a reasonable guide as to how a particular trip worked out. This immediacy allows for the previously mentioned potential insight into a potential problem, although it usually confirms driving style (did I push it more than normal), or weather conditions. A ride in the wet, or against a strong wind cannot be ignored.

In the case of the BMW, this is fitted with an accurately set cycle type speedo, so isn't affected by the possible vagaries of inaccuracies in factory fitted motorcycle instruments. The Yamaha and Skoda figures are currently dependent on original equipment.

These are the figures for the three vehicles, including relevant periods of time; BMW K1 Saluki

Yamaha VMAX Squire RX4

Skoda Fabia 1.4 TDI

Start Date

3/9/2007

14/4/2013

11/3/2007

Latest Date

9/3/2015

4/4/2015

9/4/2015

UK Miles per gallon

42

37

58

US Miles per gallon

36

32

50

Litres per 100 Km

6.75

7.5

4.9

Best Miles per £

9

7

12

Worst Miles per £

6

5

9

Immediately obvious are significant differences between the car and sidecar outfits.

Of course, some folk might observe that things can't be so bad if two outfits can be kept on the road, which is acknowledged. We still manage to pay our way despite continuing support of the family, older readers will understand. However, it is felt that the more economic running costs of the car actually enable us to indulge in the more important sidecar passion.

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Compariing the BMW against the Yamaha indicates the slightly more reasonable fuel consumption of the German machine, although mechanical issues and amendments over the longer ownership period have influenced the overall costs per mile of ownership.

Despite the Yamaha's costlier annual insurance at more than double that of the BMW and expenditure on new consumables and modifications, overall costs are similar.

Another surprising figure is the Vmax consumption figure, which appears to be on a par with other solo owners of the power cruiser. I'd have to reckon this is down to my less throttle happy, keep out of V boost riding style. However, this doesn't mean I don't appreciate and use the power on the odd occasion, officer.

There are things that can be considered, which may help, even if only marginally, improved fuel consumption. Undoubtedly, riding style allied to an understanding of engine characteristics play a part. Clearly, an overly aggressive throttle is detrimental, if it's the norm. On the other hand, what about the optimum gear to be in for your particular motorcycle.

Torque, or pulling power is particularly key with many sidecar outfits. Too high a gear can be as detrimental as one that's too low. What is the “sweet spot� for your particular vehicle ? Seeking, or maintaining the highest gear regardless of speed, or incline, is not conducive with the best fuel figures. Marrying your comfort zone with that of the outfit makes a lot of sense. In the case of both our BMW and Yamaha, somewhere between 4000 and 5000 rpm seems best, although it has to be said, both still run happily below and above this range. Steady, or more intense can be achieved without much fuss.

The miles per ÂŁ figures are something of an eye opener, if you care to be bothered, but I would contend more meaningful when considering the realities of operating any motorised vehicle. On the other hand, how many interests can you have in life that offers so much, in our case standing a few steps away in a garage, and provide the incalculable, smiles per gallon.

Finally, a couple of decades, or so back, we were with friends on a day riding in a hilly region of France, our Honda Goldwing 1100 outfit devoid of camping equipment and luggage, but with we 2 adults and our growing children. Despite many climbs and inevitable descents, the bike achieved around 47 miles per gallon. A considered dramatic figure compared with the usual 34 to 38 mpg. Around 100 miles covered, and with no steady big road cruising, but more leisurely with several stops. Was it a good day, and was it a very good ride ? You bet it was.

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