Sidecars on line 17

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 17 – June 2015

A Pair of Panther hauled outfits at the 1964 Dragon Rally in North Wales (What, no snow ?)

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Contents this Issue Editorial – Problems with a Yamaha Vmax leading to consideration of recalls, and a little more about variable weather Sidecar Seating – Part 1 – Are You Sitting Comfortably ?

Oscar's Odyssey – An early trip to the 1964 edition of the famous Dragon Rally held in North Wales each February Motorcycling Clothing for Sidecar Types – Not worn everything, but experienced several options that have, or have not, done the job SideLines – Recalls, Reliability, and Reputations On the Web – Another look at the internet, this time with reference to images and possible interest for sidecar enthusiasts

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Editorial An unexpected problem with the Yamaha highlighted the potential for issues to interfere with actual riding. Opening the garage door a day or two after a ride provided the unmistakeable smell of petrol. Not the very slight hint that can occasionally be sensed in many enclosed situations, but more significant. Both of us noticed it eliminating any thought of being just a passing issue. The Yamaha outfit was wheeled out, having determined that the familiar odour was not from the adjacent BMW. Following a useful check of http://www.vmaxforum.net/ , it didn't take long to confirm the problem was at the base of the Vmax's centrally mounted fuel tank. The attachment plate for the fuel level sensor appeared to be the culprit. There being not much fuel apparent in the tank, and only around 70 miles ridden since a refill, it was necessary to pour a little fuel into the tank to confirm a leak. Partial removal, a clean up, and application of a suitable sealant sorted the problem. However, a watchful eye is now part of regular checks.

When consulting the Haynes manual it transpired that the fuel sensor mounting plate is actually something to be watched as the service schedule states that it should be checked every 4000 miles. I certainly don't recall a similar situation with previously owned machinery, but then again I might have missed something. I suspect the fuel loss may well have been both on the road, as well as in the garage. My fastiduous (obsessive ?) approach to costs highlighted a consequent 13 miles per gallon ! Even the Vmax cannot normally be accused of such thirst at the hands of even the most Vboost crazy warrior !

This recent saga highlights the potential for problems potentially getting out of hand, particularly when manufacturers are obliged to issue recall notices. Over the past decade, or so, recalls have gone from being virtually secret to well publicised, international incidents. In itself maybe no bad thing, but does pose questions. So, this issue takes a look at the recall of motorcycles for post sale modifications, replacements, or checks.

The month of May has featured some dry days, but overall it has been wet, and not just in the UK. The midwest of the USA has experienced record rainfall, parts of Colorado seeing the most May rain since 1935. Of course, great in some respects, but hardly conducive for motorcycling in an area where yearly hours of sunshine can rival that of southern California. All the more uncomfortable if ill equipped for riding in the wet stuff, an absolute essential for those riding in northern Europe.

STOP PRESS (June 20th) Informed temperature in Colorado Springs = 33째 C !

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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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Sidecar Seating – Part 1 – Traditional Options As the rider of a sidecar outfit, do you consider your sidecar passenger ? No, not will they pay for fuel, other expenses, and for you allowing them to join you on assorted adventures ? More to the point, are they categorised as luggage, or seen on a par with a possibly preferred, four legged companion ? On the other hand is the sidecar simply a pannier with a wheel, so does the nature of the sidecar seat design and comfort really matter to you ?

Nothing wrong with a 4 legged pal called Max !

The bottom line, pun totally intended, is that sidecar seating appears to be down the list of considerations when folk choose, and use, a sidecar that carries human passengers. Of course, the issue may well be unimportant when a fit, supple, maybe devil may care type of is involved, and that includes the passenger(s). Lots of “devil may care” in various aspects of motorcycling seems normal for some.

It would be wrong to suggest that sidecar seating was something we strongly considered as top priority in the early days as sidecars were there to transport our children, and as necessary, a younger, agile lady wife. Without mincing words, the two of us determined the desire to carry on with our motorcycling existence, yet still have a family. However, the constant, most important consideration was ensuring an element of safety in the sidecar by having a seat belt arrangement for our offspring.

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Whilst never claimed to possess some bureaucratic, possible nanny state dictated level of perfomance, harnesses have since featured in our sidecars for over 40 years, providing some degree of restraint. Keeping a child, or lightweight adult in situ in event of an incident, even hard braking, and quite likely when sleeping, has always been seen as a sensible way to travel. Nothing worse than having to repeatedly look down into the sidecar to see that all was well other than when relaxed.

There are fundamentally two types of seats available, basically a bench style, often an in house sidecar manufacturer's design made to fit the interior shape of the sidecar. These have succeeded in varying degrees, providing a measure of comfort even if they may have to become an acquired taste. Some are simple, comprising two parts, one for the back and the other for the posterior.

Simple, well padded two part seat produced by MotoBoxer for the Dnepr

The other is one modelled on, or is an actual car seat. The latter can feature in a sports sidecar, or possibly an older coachbuilt offering. Small European cars have provided seats for sidecars, either as original equipment, or as aftermarket improvements. Sidecar design dictates whether seating is for one, or more passengers.

Sometimes, when additional seating has been incorporated for children, for example in the late 1950s Watsonian Palma, whilst the front adult seat was a fully upholstered, Watsonian designed single seat. the rear child accommodation was a one piece, hammock design that supported the child. Owner modifications might amend, or change the hammock as children grew.

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Some sidecars, notably some of the modern European designs, feature side by side car seat arrangements. Indeed, our self constructed sidecar that was briefly attached to our Gold Wing had two seats alongside each other. Complete with full 4 point harnesses for both offspring. Yes, it was a wide outfit with, shall we say, a rather large sidecar !

Elegant one off Belgian sidecar featuring side by side seating

We won't seriously consider a long time friend, who provided seating that was not fixed in the sidecar, and so conveniently removable for external seating when camping. No names, no pack drill, but it still amazes us that a sawn down, tubular steel framed, redundant school dining chair in a Watsonian Palma served a “seating” purpose ! The kids involved with this interesting design feature hardly had an option, but, it is suggested, the kids became very adept at “locking” the sliding chair in position by bracing their legs against the sidecar body ! No social workers ever became involved, and neither did Watsonian, or any other manufacturer that we are aware of, see fit to copy this sort of seating !

Bench, or rather seats shaped to fit inside the sidecar body, featured in some of our sidecars, including the first version of the home built with a Gold Wing alongside. The other two being the EML GT2, and our current Squire RX4. The EML bench was soon replaced with a Corbeau car seat, along with Sabelt 4 point harness. The support offered by the original bench seat was considered inferior comfort wise. In comparison the bench seat in the RX4 has proved acceptable, so replacement may not be worth it. However, this sidecar has been fitted with a 3 point, car style safety belt. Again, no suggestion of auto industry standards, but at least provides some security when passengers opt for some shuteye.

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So, here are some other examples of sidecar seating;

California Sidecar seat offering

Merlin sidecar illustrates how sidecar design influences seat design

Significant aspects of both the above sidecars is that the passenger is somewhat exposed to the elements, for many a preferred option,a and all part of the enjoyment. Issues of comfort are therefore relative, but it could be that in each case the seats prove to be perfectly adequate. Certainly, people happily travel distances with such arrangements, but it is a matter of personal choice. Even amongst the likely eccentric members of the sidecar community, there are differences in what constitutes the ideal, or close to it.

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Interesting sidecar that may be scheduled for upholstery, or remains a challenge for anyone other that the intrepid passenger.

On the other hand, seating for the truly intrepid traveller !

Sidecar seating is a matter of choice, as with so many things sidecar, it's all down to requirements and needs. Perhaps an important factor is for the sidecar outfit pilot to actually consider the comfort of passengers rather than just packing them away like luggage.

Possibly a significant factor in current and future sidecar activity, is that predominantly UK participants are on average a tad older than in decades past.

Sidecars are mainly the domain of those of advanced years, which has implications for sidecar design, both in terms of seating, and the associated factor of passenger access. Maybe there has to be a radical rethink, so that advanced years don't mean abandoning the pleasures of sidecars. Something to explore another time ?

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Dragon Rally 1964 The year of 1963 was a momentous period of my life. It was the year that I passed my riding test. The mount that I was riding at the time was a Royal Enfield Crusader.

At last I was as free as a bird. I could go to all the places that I had read about in the motorcycle press. One of the obvious places to go was Wales, and the 1964 Dragon Rally. However, not being in well paid work, all my cash being spent on my motorcycle, and the running of it, my preparations for the event were rather sparse.

I didn’t even have a proper sleeping bag.

Dragon Rally started 1962

Then, catastrophe. On New Years Eve 1963, I was travelling to work on the Enfield, when a car driver decided to enter the traffic stream exactly where I was. No way could I avoid running in to the side of the car. I was an ambulance case, coming round as I was being carried into the hospital. My first thought was for my Enfield. Not for myself or my face, which was slashed and minus three front teeth.

The Enfield was a total write off. Bent forks, bent frame and cracked crankcase.

The Dragon now was a none starter. But, I did have friends. I managed to blag a ride in the sidecar of Alan Grayson. So, eventually seven of us did set off on a wet & dark Friday afternoon.

We were on 3 outfits, A 650 Triumph Thunderbird with Busmar double adult. This carried Eric Shaw & Roy Catherall. Eric being on the short side, had to have an extra long brake pedal fitted so as to be able to exert enough weight to make it work..

Another friend Len Marsh carried Gary Slingsby in his Jet 80 sidecar which was attached to a Triumph Bonneville. This rig really looked the biz, resplendent in Orange & white.

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My friend Alf, tells me that he also came on the trip. But for the life of me, I cannot remember anything relating to him being along. However, he tells of the same happenings, so I guess that he must have been there. As I stated earlier, my pilot was Alan Grayson with his Norton 99 & Palma.

All went well over the Woodhead Pass, until we stopped for the inevitable pee. I do remember Gary struggling to get out of the Jet 80 sidecar. Gary was hobbling along having to use a walking stick due to him having a dose of the gout. This stop took the best part of twenty minutes. I knew then, this ride was going to take forever.

Sure enough, soon after leaving Stockport behind, the Triumph rig carrying Eric & Roy ground to a halt. The engine had seized. The engine had recently had a rebore, and the way Eric rode was rather unsympathetic towards a new engine. So, I guess this was inevitable.

After a period of time, Eric tried to get the bike started. No chance. The engine was seized tight as a drum. It was eventually found to be a cylinder liner that had dropped. Another friend, Pete Cook, drove over and took them home. The Triumph rig was repatriated sometime later. It was also at this point that Gary realised that he had left his walking stick on the wall where we had stopped earlier.

The stricken Triumph/ Busmar outfit

Much later, after riding in the dark along twisting country roads that I never could remember now, the fog came down. This was really bad. Our speed was reduced to a crawl. The fog was swirling all around us. Then, two cars came up behind us, travelling fast. No way were they going to wait until it was safe to pass. Both cars passed both outfits, making Len on the leading outfit take avoiding action up a grass bank.

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At this point, we had a discussion on how we were to proceed. No one wanted to abandon the trip, but it was getting late in the day. None of us had any idea where we were, or indeed which way we were heading. It was decided that we would stop and camp at the very next opening, or field that we came to. Then Alan, my pilot decided that I could take over the controls of the Norton rig.

Never before had I driven a sidecar outfit. What a debut, on a dark and foggy night, on a strange road, talk about “In at the deep end” Thanks Alan, for giving me a memorable introduction to the “Black Art” of sidecarring. I must admit, despite the far from ideal conditions, I rather enjoyed being in control.

By now the fog had cleared slightly, when a likely looking field came into view. The gate was open, so in we turned. We had two tents, these we erected quickly, because it was now getting rather cold. I think we did manage to get our boots off before diving into our bags, or in my case, two heavy blankets.

Next morning, if you can call it that, it was still dark, but the fog had gone. So, pack up the tents and off we go. Not yet though, for at the gate was a farmer chap. He demanded a “half crown” each (22.5 p) for using his field. Where he appeared from at that time in the morning was nobody's business. We duly paid up and carried on, just one more bizarre happening.

By now we could see the mountains ahead of us and this spurred us on. Then, no more than 20 miles from our expensive camp, there we were, the “Dragon Rally” site. If only we had known we were so near the end of our journey, we could have saved ourselves a “half crown” each, we being true Yorkshire men.

Welcome to the Dragon Rally

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Once in the rally site, it was soon up with the tent, and in the daylight we were experts. We soon made friends with another bunch of first time rallyists, but for the life of me, I just can’t remember any names, or where they came from. One thing I do remember, that Saturday night was proper cold. My sleeping arrangements were not of the best quality, and I hadn’t got an airbed, or indeed any kind of insulation between myself and the ground.

Sometime during the night we heard this scratching sound on the canvas of the tent.

I drew the short straw, and had to go and investigate. I pulled down the zip, and immediately recoiled in horror as a “bloody head” impaled by a spear was thrown into the tent. After we had all calmed down, it was obvious the “bloody head” was an exhibit that had been borrowed/stolen from the castle. Nevertheless, this was a trophy, and it travelled back home with me.

Other than this incident, I can’t recollect anything more of this first trip to the Dragon. Unfortunately, I didn’t take a camera with me, so no personal photos are in existence, which is a shame.

No snow, but it was cold and wet ?

However, in my possession are about a dozen pictures taken at the 1964 Dragon rally.

These feature one or two of SYSC members, and the rest are general scenes around Grych castle, where that years “Dragon” was held. One of the photos shows two Germans in uniform, riding a BMW outfit.

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Two unknown rallyists, doing their thing.

German police in attendance

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Always something to smile about

While I was doing a little research to help me with this tale, I came across a write up of that years rally. In the write up, in the “Motor Cycle” magazine, it states that, “Smart getup worn by Helmut Modro and Bernd Missfeld, were the green uniforms of the West German police. At work, they patrol on BMW sidecar outfits. This time they had travelled to North Wales on their private BMW rig.

When they arrived at Grwrych Castle, they were well entertained by the Abergele police. They slept at the local nick, until they left for Germany at 2.00 a.m. on Sunday morning. Why the rush?. They were on duty at the Cologne Carnival, Monday morning” I can only assume that this photo is of the two policemen. To me, now, the two are not unknowns, they have names. I do wonder if they are still around after 50 plus years.

You never know.

Three of the gang that did the trip, are no longer with us, Len, Eric and Alan. I have lost touch with Gary. There is just Roy & Alf left to talk over things, even though Roy didn’t make the full trip. There were other trips to the Dragon, but this first one really does stand out in my mind.

In later years, as a Member of the “South Yorkshire Sidecar Club”, I along with a dozen or so others on combos, regularly camped on a hillside farm just outside Dolgellau. This always coincided with the Dragon weekend. As part of the weekend we would travel to the Dragon site, to meet up with friends.

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The Dragon inspired many weekends at Dogellau

This arrangement carried on for many years. We also went camping to the same venue at Dolgellau, in the month of November. The cold and the hoped for snow, never put any of us off.

Dolgellau here we come !

What finally killed off the event, was the changing weather pattern. Instead of snow, we were getting rain. Rain meant mud, and plenty of it. Mud is the ruination of tents, you can never get rid of it. Slowly, but surely, folk were backing off.

Nevertheless, all happy days.

Oscar

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Motorcycle Clothing for Sidecar Types Personal experience doesn't include having worn every motorcycle clothing option, past or present. Much due to an unashamed, approach to spending money, but also some contentment with what was in use. Annual changes encouraged by motorcycle media, and advertising hardly arise. Besides, motorcycle clothing assumes its own identity because it feels comfortable, and minor faults are accepted.

Considerations about what works when piloting a sidecar outfit is relevant. Excessive armour protection and resistance to sliding down the road from a solo are not dismissed, but reality cannot be disregarded. Silly things can happen, but the relative stability of a sidecar outfit is unlikely to mean sliding off à la moto. Road racing requirements are not on the agenda.

Riding solo motorcycles in 1963 featured a distinct lack of finance. An indifferent mentality towards UK rain, maybe a common feature of a 1960s two wheeled life, meant my first “protective” clothing hardly fitted the bill. Sheepskin lined suede gloves courtesy of father, found in a drawer; a pull over the head canvas anorak used for riding a pedal cycle; motorcycle goggles father had worn some years earlier; very thin waterproof trousers that soon failed a few months after the BSA adventure began; and a new jet style helmet from mother's mail order catalogue.

Severe “damp” experiences changed things after just a few months. The flimsy waterproof trousers were literally destroyed by wind on what thankfully was a dry ride, replaced by a pair of heavyweight Black Prince overtrousers, relics from father's brief commuter motorcycling. The canvas anorak, had no chance of preventing a serious soaking on a 160 mile journey from London to Sheffield.

The inappropriate anorak hadn't truly provided protection previously, but that constantly wet ride proved a potential health risk, as well as the wrath of an irate mother. Parents coughed up for a new Belstaff Black Prince jacket, which provided outstanding weather protection, which memory suggests has hardly been bettered since. The downside to Black Prince clothing was its weight. It certainly performed with what the UK weather could throw at you. Anyone who wore Black Prince clothing is likely to vouch for the positive qualities.

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Inevitably in those solo riding days of the 1960s, style, if that's what you could call it, of a leather jacket, jeans, and zip back boots over white seaboot socks were important aspects of the image. However, some semblance of weather protection couldn't be ignored. Working away from the home city meant lengthy, year round journeys.

It wasn't short distance commuting and simply riding around from one coffee bar to another. Wet was part of the deal, and of course with rain that for part of the year became thick and turned white ! The bike was sole transport unless it was out of action due to major maintenance, or more likely repair.

A footnote to those times after the Black Prince days. Whilst the Lewis Leathers Corsair jacket was still my symbolic clothing, even when not on the bike, there had to be a sensible approach to the longer, wetter rides. Working in Liverpool and travelling around 70 miles to and from the family home at weekends, the answer came in a “gift” from some workplace mates. Their duties meant being provided with quality, protective wet weather clothing. However, the jacket and long coat versions were normally emblazoned with the company name, a major international motor manufacturer. My “gift” had no company identification, but was still recognisable by virtue of the predominant black with bright yellow sleeves.

Two things were necessary. First, reduce the length, simply achieved with scissors without losing the integrity of the heavy duty material. Second, strict instructions from my generous friends not to wear my acquisition near the factory, which brief stops down the road when leaving, or returning resolved. This “free” jacket is still around and would more than likely still be a very waterproof choice.

In later years, as the motorcycling lifestyle became more significant for ourselves entering the world of sidecars, motorcycle clothing became more of a considered issue. After decades at the mercy of the elements, and the variable performances of all manner of options, a few general thoughts.

Firstly, don't believe media hype from journalists, who are effectively paid to “evaluate” all the stuff concerned with riding. These guys are unlikely to always expose garments to climatic variables over a significant period of time. Also, advertising constraints may mean the whole story isn't told if something is less than perfect. In some cases, “freebies” might put a spin on the objectivity of a user report. Occasionally, magazine and internet reports are little more than re-runs of clothing manufacturers' press releases.

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The worst case scanario is when the media men assess performance by concocting some sort of “lab” test. Confess to falling for one where several so called winter gloves were evaluated by immersion in a bucket of water for 20 minutes. Valid in a way, but bears little relation to a cold, wet winter ride of over 200 miles and the rigours of exposure to the elements and mechanical operation.

Secondly, even when a product features well in a comparison test that justifies a journalistic recommendation, be prepared for possible disappointment. Personally, less than impressive purchases have been notable with the most expensive winter gloves, referred to previously, bought as a result of a “Best Buy” in a national magazine, plus a weatherproof two piece riding suit that was replaced twice under guarantee before abandoning it completely. A period of extensive publicity for the suit, and sponsorship of several professional trials riders, had convinced me of the suit's protective qualities. It wasn't so long after this suit experience that the manufacturer folded, which might tell a tale.

So, what are the judgements, so far, on the riding garments tried over the years ?

Gloves – A key component, both for protection from physical injury, and the elements, specifically wet, wind and temperature. However, there is another consideration, which is comfort when operating controls. The left hand is intermittently used with clutch operation, indicator switching, headlight dipping, and horn to consider. The right hand may have less electrical switching, but the twistgrip has to be dealt with constantly, a somewhat more demanding function. That's where I have a slight bugbear with my index finger and thumb lengths creating a pinch point at the base of the thumb that promotes discomfort in the hand, especially on long journeys. This isn't always easily determined at the time of choosing a glove.

As for weather resistance and acceptability, the longest serving gloves were not even motorcycle ones, but a cheap skiing glove bought from C & A, a national clothing store now defunct in the UK. Those gloves toured most of western Europe and the UK for a decade and are still owned, although not in use.

Poor buys, sadly a few, with too many gloves hardly water resistant, often leaving hands covered in black dye. Worst buy, although still used, those expensive, so called winter gloves that don't really keep the cold at bay, and eventually become damp.

Consequently, an older spare pair kept in the top box that are equally effective, but cost £14 against the so called “Best Buy” at £78 (discounted !).

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No doubt the best historical option was a pair of waxed cotton mittens with woollen inners for winter days. Fine with crude switches on old Brit motorcycles, but would likely prove difficult to use with more modern, switch laden bikes.

With a sidecar outfit there can be many glove options beyond the contemporary motorcycle glove options featuring armoured knuckles and other Judge Dread like features. However, an interesting aside. Apparently, and personal experience indicates the opinion that Gore Tex gloves do not favour the positive benefits of heated handlebar grips. Could influence your choice ?

Jackets & Trousers – Two piece suits are the preferred option, although jackets and over trousers usually purchased separately in recent years. Way back, a preowned Barbour suit was fine, although less popular with other people when off the bike strolling through shops. The sense of the wearer “being mucky” prevailed, and perhaps was confirmed by periodically applying wax to retain the waterproof capabilities. Memory suggests that the overtrousers, whilst waterproof, were not too warm. Youthful “toughness” cast such thoughts aside cos “we woz 'ard !”

Best suit for both of us, one made by Delta and at one time marketed as the BMF (British Motorcycle Federation) suit. Did well for some years when our annual mileages on the Gold Wing outfit were significant due to a busy sidecar rally scene and trips to mainland Europe. Don't recall these suits failing, more likke us wanting a change.

Our most recent suits have been textile and eventually have become less dependable after a period. It would be fair to assume that these would probably have survived less time if we had done greater annual mileages as in the past. The most recent jacket that, as this is written, has only been worn a few times, cost an attractive £70 from a well known German store here in the UK. Only time will tell on its value and performance, but could be favourable. The superceded jacket had been used for around 8 years and cost £150. Still functional, but clearly past its best, plus being a textile that gained considerable weight when wet.

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Overtrousers from the same store, ÂŁ50, which can be judged as good value at present. Their only shortcoming is that for winter riding they need supplementing with warmer clothing such as lined jeans, and/or thermal underwear.

It is some years since our clothing was leather orientated, including full leathers.

Looked fine we reckoned, but required the addition of full oversuits to maintain comfort in cold, wet conditions. Leather jeans also worn, and did a job as long as backed up with waterproofs as required.

Finally, much of the motorcycling clothing and associated gear that is designed for solo motorcycling works fine for sidecar folk. However, it can be argued that some of the extreme aspects, e.g. kneesliders, armoured gloves, and other armour, are hardly relevant with the mode of actual riding. It's very much horses for courses. It's possible to utilise clothing that would be totally inappropriate for solo riding on the grounds of inadequate protection. Ultimately, the choice is probably greater, even if it involves a measure of suck it and see. What is apparent to us, it can take a while to achieve satisfaction, although accepting that requirements change.

As for boots, undergarments (cheeky), and helmets, maybe a report on these another time.

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SideLines Reliability, Recalls & Reputations There was a time when motorcycles were judged in the same way as other motorised vehicles. Heresay, rumour, and even antagonism were very much the basis of all “knowledge”, at least as far as whether a particular bike was worth purchasing and owning. The antagonism bit, when people were (are ?) adamant that a make, or model was inferior, and so justified their particular choice was in their subjective eyes, superior. Warnings were, at worse, of calamity, or simply that a certain machine was a poor performer. The possibly unstated suggestion that this meant their choice of motorcycle, and not necessarily ownership, was blemish free.

Much of the time, “knowledge” was more Chinese whispers than based upon personal, or even second hand experience. “I wouldn't touch that with a barge pole”, or the more institutional condemnation that emerged in the wake of products from the Orient, “Jap crap”. In the light of the eventual domination of all manner of Japanese products beyond powered two wheelers, clearly millions have ultimately not subscribed to the anti Japanese stance.

In the early days, when the motorcycling community had very little, if any working experience of early Hondas, Yamahas, and such like, it was easy to condemn because so many indulged in the negative, despite the likelihood that they possibly were dealing with the elderly products of a seriously declining European industry. It could be said that antipathy had a tinge of arrogance. That many would ultimately become quite devoted to the “rubbish” from Asia didn't take long to materialise, although this brought its own brand of favouritism coupled with subjective, marque loyal criticism. “My KawaSuziHonYam is better that your YamHonSuziKawa, so there !”

As there years have passed and there has been a resurgence in the fortunes of European manufacturers, plus the lifestyle imagery of a certain US manufacturer, the motorcycle environment is altogether different. However, brand loyalties, and with it subjective views of what is good, bad, and inevitably ugly. Sometimes, as ever, the strength of opinions suggest that some have owned, ridden, and seriously used everything out there. Unlikely ? Impossible !

A more relevant development in recent years has been the advent of manufacturer recalls that highlight a number of issues regarding possible faults in design, manufacture, quality control, or material/ component defect. Recalls tend to be for one, or a combination of one, or more of these faults. Notably, the recalls that grab the headlines involve vehicles that are successful movers from the salesroom floor, which predominantly involves one of the big players.

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SideLines Major headline grabbers inevitably involve cars, with well publicised recalls of millions of vehicles. Of the most memorable Toyota, recognised as probably the world's producer of the most cars, has featured heavily. A problem of certain models allegedly not responding to driver input, simply running out of control, didn't do the company's reputation any good for some time. More recently, a massive problem with air bags that had led to deaths, was potentially less of a problem for Toyota despite millions of vehicles being affected, because other well known manufacturers were involved as they fitted the same supplier's air bags.

In the motorcycle world, probably the most involved manufacturer with recalls has been BMW. The most recent recall, at least as this is written, relates to rear wheels.

The disc mounting flange on the rear wheel is at risk of cracking if bolts are over-tightened. If the flange cracks, "the rear wheel may not remain secured to the motorcycle". 300,000 BMW models produced over several years are affected. The recall means the aluminium mounting flange being replaced with a steel one, so precluding the risk of cracks due to over tightened mounting bolts.

A 2014 worldwide recall by BMW in respect of their R1200RT model was concerned with the electronic suspension package. BMW identified a potential defect with the system’s rear spring strut, necssitating replacement, “as a precautionary measure”.

This recall was significant in that BMW advised owners not to ride their machine “with immediate effect”. The situation was relatively serious as BMW offered various compensation options, but as crucial was the experience of owners of their bikes apparently being with dealers for lengthy periods. Not a happy time.

Harley Davidson, another big player, have had their own share of recalls for defects.

The latest, again as this is written, concerns thousands of 2014 and 2015 models, which have clutches that could fail to disengage, leaving the motorcycle in gear. As with the BMW recalls, the situation means owners returning bikes to dealers, necessary work being carried out, all resulting in time and money losses for all – owners, dealers, and manufacturers.

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SideLines

Researching motorcycle recalls indicates that BWM and Harley Davidson are not alone in the recall issue, but they appear more significant in numbers of motorcycles affected. The highlighted problems do indicate possible shortcomings.

Firstly, to what extent do manufacturers compromise quality control of in house processes and those of outside suppliers ? In the case of German and USA's big players it's not that their machinery are budget level products. They are very much sold, and certainly purchased on the optimistic premise that “you get what you pay for�. With both these manufacturers, quality is a major part of their reputation.

Some recalls question design, plus associated research and development programmes.

Lengthy test riding, and presumably extensive computer simulations should highlight potential faults and deficiencies.

As for replacing the aluminium mounting flange of several BMW models' rear wheels with a steel one. It's curious there was no prediction that mounting bolts could be overtightened, the real world cause of cracks resulting in the eventual recall. After all, a GS on some round the world would potentially require attention somewhere, and not within easy reach of a torque wrench ! A heavy hand can be innocently applied regardless of what the specification sheet might state.

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SideLines So, what has the emergence of formal recalls highlighted ? Certainly that there can be unpredicted problems, some minor, others major. After all, we are dealing with a degree of mass produced items with many potential, even unlikely variables. They also highlight the nature of response from manufacturers, be they laudable, or otherwise.

Curiously, the positive nature with which some recalls are dealt with may enhance a manufacturer's reputation, often overshadowing possible inconveniences caused.

Compared with a past, less controlled, less litigation obsessed world, recalls do recognise the many facets of a prevalent health and safety mentality. Let's not forget the likely more overwhelming concerns, accountability and liability.

For those of us unlikely to be affected by problems with a new machine, recalls have become a serious issue in the purchasing of older, pre-owned vehicles, be they two, or four wheeled. The need to check whether a vehicle has been the subject of recall notices, plus crucially that it has received the necessary checks and/or remedial action, is a serious factor. The reliability, or safety of a previously owned motorcycle is now very much of the consideration check list when looking for something to use as a solo, or for attaching to a sidecar.

If you are a UK resident and wish to check if your vehicle, including powered two wheelers, has been subject of a recall then refer to; https://www.gov.uk/check-if-a-vehicle-has-been-recalled There are several USA options, useful and user friendly; http://www.motorcycle-usa.com/530/Motorcycles/Motorcycle-Recalls.aspx http://www.motorcyclistonline.com/motorcycle_recalls/ Finally, are reputations sullied by recalls ? On the face of it probably no for those with loyalty to the brand. On the other hand maybe old attitudes about the “good, the bad, and the ugly” will prevail as some motorcyclists propose that a recall on the one hand identifies “yet again” faults with some, yet is testimony to their particular favourite.

So, what's yours, a “ KawaSuziHonYam”, or a “YamHonSuziKawa”, or have you become even more refined that you enthusiastically wave the flag for those with thicker accessory catalogues than for their motorcycles ?

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On the Web On a personal level, the value of the internet to communicate, allied to the awesome impact of digital photography, means that images can be shared easily. A digital photograph taken of anything you choose, in our case usually motorcycles and sidecars, but also family, places and events, can be shared within a very short time.

Maybe at the end of a day out, but if required, literally within minutes of clicking the shutter. Then, shared with friends anywhere, even on the other side of the world.

A family related image shared on the day this is written with friends in the USA

Other than being a source of information, advice, and opinions, the internet is equally a great source of images. Using appropriate search routes such as Google, minority interests such as sidecarring (yes, it is) can be catered for by the simple expedient of typed in words and a few key strokes. Information and help gained from words being enhamced with imagery has sometimes proved priceless. Sometimes, a “Wow� factor is experienced as images show sidecar outfit features, significantly during descriptions of fabrication and assembly of sidecar outfits. These are both inspiring and enjoyable, although shades of envy arise, usually in the admiration of some guys' undoubted skills.

When broad searches are made some sidecar images will frequently appear, especially if unusual. Two regulars immediately spring to mind, being a Vespa scooter and the attached sidecar that mimics a VW Microbus, plus another, an Italian sports car lookalike, red threewheeled device based upon a big Laverda motorcycle. The number of times this reappears on blogs, and media websites of all kinds must run into millions. If you ever browse for sidecar rel;ated stuff you will have seen it, trust me.

Recently, found an image of sidecar outfits belonging to sidecar friends. This was on a personal blog relating to knitting !

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However, what is good is finding something particularly interesting that just hasn't arisen previously. This one recently. Like it because it harks back to times when motorcycle manufacturers were more than happy to cater for, and recognise sidecars.

Finally, trawling for images and passing on is, after all, communicating information if done sensibly. However, problems arise if efforts are then made to profit in some way, that would be less than honest, maybe even criminal. Negative commentary, or questionable amendment is hardly sensible. If an image is attractive enough to do something with it commercially, or where there might be issues, suitable permission should be sought and obtained.

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