Sidecars on line 18

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 18 – August 2015

Sidecar Pat on the back road to Thixendale for the South Yorkshire Sidecar Club's February weekend event

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 – Reflections on a summer so far Sidecar Seating – Part 2 – Radical thinking necessary in respect of seating and sidecar access ?

Oscar's Odyssey – Considering sidecar outfits owned and abused over several decades – the early years SideLines – Have we been conned as the diesel goes from hero to villain, and electric rides to the rescue ?

Recollections 2 – Memories recalled from another random selection of old photographs

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.

3

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

4

Editorial The warmest UK winter for some years, or so they say now all the figures are in.

Must be that global warming. However, despite the distinct lack of a snow covered UK for weeks on end for spells in the winter, something that seems to be a norm now, it still seemed wet much of the time. Added to which, the house heating was on a lot, which, for a Yorkshireman at least, can be disturbing.

Now the summer is well into its duration, the thought is there have been less opportunities to do things such as eat outdoors because of rain. Indeed, whilst not having been in countries that are predictably affected by monsoon conditions, the feeling is that the difference between a UK summer and winter is simply the temperature of the rain and the thickness of the raindrops.

Of course, it has been agreed for years by national motoring organisations that our island nation's roads are wet for a third of the time. 2015 might just be one of those years when the “third� is slightly more than 33 and a bit % !

The warmer weather has seen us attend a few sidecar events. The Hobgoblin Sidecar Club's Engine and Pushchairs rally with its emphasis of children and family was good with glorious weather, but a pity we weren't able to take the grandson. Our sidecar club's usual attendance at the Harley village summer gala and the MAG Yorkshire Pudding Rally both provided positive opportunities to meet old acquaintances, as well as new. Once again no doubt that being unashamed petrol heads you do meet some good people.

This edition of Sidecar On Line has been something of a struggle to compile, not unusual at this time of the year, unlike the winter months when the distractions of holidays, time spent tinkering with the vehicles, and involvement with the family are a little different. We are after all retired and have joined the largest child care organisation in the UK. Tiring, but still worthwhile.

As for the outfit, well some minor tweaks to lighting as part of the main change, fitting a different fairing. The previous classic 1950s Avonaire handlebar fairing looked great, but there were shortcomings in protection, notably some turbulence affecting the helmet, and particularly a lack of hand protection. Hopefully the replacement will resolve.

In this issue, Oscar begins to reflect on sidecar outfits that have passed through his hands; sidecar seating is considered, something that hardly gets a mention; some specific comment on the emergence of electricity as motive power for personal transport; and another bout of random recollections of a life on two and three wheels.

5

Sidecar Seating – Part 2 – A New Approach ?

Last time around it was suggested that seating in sidecars can be a variable in terms of the seat itself, there being bench seat options, plus some akin to a car style seat.

The latter either simple and basic to those with the more sculptured, body friendly design. However, beyond the seat style, a significant question is that of access to a traditional low seating position raises questions of suitability for those with physical limitations resulting from age, or disability.

Sidecar seating wasn't always LOW !

It's changed somewhat !

6

The specific seat issue has really arisen as we, and others, have got older, and because the desire is to continue our sidecar activity for some years yet. In a nutshell, getting in and out of a sidecar is more difficult than in the past. A little assistance is sometimes required to hopefully ensure that there are no mishaps.

Conversations with sidecar friends in the USA over past years have centred around the attraction of sidecar outfits for those of advanced years, or mobility problems, who wish to maintain their motorcycling activity, but for whom a solo is a less confident option. However, the consideration did not focus so much on the guy, or gal piloting the bike, but the person wishing to be resident in the sidecar.

First and foremost, modern sidecar design offers a fairly consistent sidecar seating option, albeit with subtle differences in width and comfort. Some claim comfort for a sidecar passenger, but in truth a health warning is required if used beyond a few miles, unless the passenger has masochistic tendencies, or is in a sedated state. On the whole most sidecar seating is acceptable, once a passenger is in place. Seating can be changed, or modified to increase comfort levels.

However, the most significant problem as age, or mobility issues becomes a factor, is accessing, and leaving the seat itself. Despite efforts by some manufacturers to improve access, there is no denying that modern sidecar seating is about being sat low down as in a two seater sports car.

Very attractive sidecar, no doubt, but what's it like entering and leaving ?

7

The premise is that you have to be somewhat malleable bodywise to enter and, extricate yourself from the low down seating position. Being a contortionist is not very inviting as the years pass by.

In recent years sidecar design has predominantly meant sportier, lower bodies with seats barely a foot (12�/30 cm) from the road surface. Of course, mustn't forget the blast from the past in the shape of the Ural and its lookalikes, but they are hardly at the cutting edge of contemporary design, being more slow evolution. On the other hand, seat heights in sidecar outfits intended for adventure (?) / off road, tend to have much higher seat heights, but are hardly suitable for those requiring comfort. A physical training rÊgime, allied to a hardy disposition does appear to be a requirement for off road passengers.

Adventure style and high

So, what should be considered as desirable for those with lack of youthful body suppleness that once permitted a hop step and jump approach to entering a sidecar ?

Without doubt some body designs are hardly going to be conducive, which might indicate a need to return to the designs of the coachbuilt era. Utilising modern materials such as plastics could permit am approach that incorporated easy access doors, a taller sidecar body, and in consequence a raised seat height.

Radical of course, but a suitable shape and clever graphics could help make the overall package attractive. After all, some other vehicle designs achieve some sense of attraction, even if construction is box like, prime examples being modern motorhomes. Discreet body moulding and clever use of stick on graphics can enhance an otherwise bland appearance.

8

Of course a major issue remains in the seating itself. Comfort enhancing suspension of either the sidecar body, the seat itself, or both are important in ensuring comfort once on the move. However, and crucially, getting seated and exiting is just as important, and a look around suggests no one has seriously got hold of this, again from the point of view of those lacking more youthful mobility skills. Be honest now, have you actually tried getting in and out of your sidecar, or others ? Be really honest, do you struggle extricating yourself from a comfortable armchair, or simply avoid sitting in such potentially challenging locations ?

Classic Noxal sidecar with a door that helped access and exit.

Worthy of consideration ?

Acknowledging there is a seating problem is clearly required, but perahps the best illustration is to compare the situation with four wheel vehicle design. Look around and see that there are now choices where seat heights are key to satisfying need. All major auto manufacturers offer versions ranging from the “normal� height, and in addition variations on the theme which provide seat heights that are more user friendly.

Easy seating options are hardly going to be easy in a sidecar due to acceptable space and design limitations, but it doesn't mean things cannot be improved. A static seat may present a challenge, so possibly mechanisms could be employed to facilitate access and egress by being able to move the seat to a position that overcomes problems. Such mechanisms could be purely mechanical, or might employ motorised assistance. A study of devices for assisting physically disabled folk could provide useful clues.

9

The arrangement above featured an electrically raising seat to assist the lady passenger enter and exit the sidecar. Innovative use of a special seat designed for use in a bath, along with an electrical inverter and adapted controls ensures the lady, having been affected by a stroke could still accompany her husband on trips. Her enthusiasm was both encouraging and humbling.

Not a sidecar for everyone, but simple touches to at least ease access. Seat looks good too.

Of course, there will be those who suggest that such thoughts about sidecar access are spurious and unnecessary, and that the status quo satisfies them. Fine, but dismissing the idea that it's inappropriate is, in my humble, unworthy and fails to recognise there are potential sidecar enthusiasts. A close look at sidecars around the world, be they commercially manufactured, or home made efforts, identifies that there is plenty of innovation out there. Surely, it's time to address sidecar seating, and probably as importantly, the attendant issue of access.

10

Apex Sports in Colorado Springs, has been family owned and operated since 1960.

As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom.

If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more.

As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

11

Sidecar Outfits I Have Owned (and Abused) If memory serves me correct, my first sidecar outfit was in 1966 when I had a 1959 Norton 88, my first “big” motorcycle. 500c.c. was classed as being large capacity at that time. My good friend then, as now, was Alf. Alf was already well into sidecars.

His rig at that time was a 650 Triumph attached to a Swallow Jet 80. The same rig that we attempted to get to the far North in 1964 (see Sidecars on Line no.6) I too fancied a go at the sidecar scene, so I happened on a Swallow Jet 80, minus wheel. This was no problem as a boss was welded onto the hub, designed to carry a Mini wheel. This worked perfectly, but I must admit that the steering was a little on the heavy side.

The steering problem was soon also conquered. A visit to the local spare parts emporium was needed, namely “Scott Road”. This was a big house with a big back yard, complete with outhouses, just like stables. Two brothers ran the business. In any one of the outhouses you could find just about anything you required for a motorcycle.

I asked if they had a set of Dominator sidecar yokes. No Dominator yokes, but they did have some ES2 ones. These would do the job once the steering stem was replaced by a Domminator one. A good friend and former workmate, Graham, had an engineering workshop in his back garden, so it was soon fitted up with a stem he had turned up for me. Graham also welded the stem in place. The set up now, was superbly different.

This rig served me well for all of that year. Indeed, it took my wife and I on our honeymoon trip to Wales, giving no trouble from the outfit. (More of this trip at a later date).

We were back to solo riding. Why, I cannot remember. What I do remember is that year I bought, for the princely sum of £5.00, a Norton 19S complete with a Hillsborough double adult sidecar. This sidecar had a walnut dash, and a windscreen wiper fitted. Such luxury, but the sidecar was a heavy lump. Nevertheless, I rode this rig nearly all the time, it was such good fun. This outfit was sold later on that year for £10.00. What a great business man I had become.

12

Back to sidecarring. Why, because we now had another mouth to feed. Julie our daughter was born in April. So a sidecar was a must. The Jet 80 had been replaced by a Watsonian Avon. Whilst this was still a sports chair, it had lots more room in the deep cockpit. It also looked good on the side of the Norton. We had a great time in the I.O.M. that year at the T.T.

Norton, Watsonian Avon, and the lady wife

I then had the chance of acquiring a Royal Enfield Constellation with double adult sidecar. This rig was awesome compared to the Norton. It would fly up the steep hill at the rear of our home, with the front wheel pawing the air. The downside of all this power, meant that at the T.T. of 1969 I spent the best part of the week rebuilding the rear wheel. Once again it was good to have friends. They carried us around, albeit in a Ford Granada. Well, we didn’t miss any of the races.

Into the 70’s. This was my “Forgotten Era” a few years best forgotten. The Enfield rig was swapped for a car, what a mistake that was. I can tell a few tales on this subject, but not for this readership.

Sometime around this time, whilst working on the UK's “Natural Gas” conversion programme, I came across a Norton 650 S.S. This was a basket case, complete minus mudguards. I stumped up the £60.00 asking price, and humped all the pieces back home in the works truck. I was back in the game.

After rebuilding the Norton, I looked around for a suitable sidecar. By this time the family had grown a little more. Our son Stephen now required his space in the chair.

It had to be a double adult.

13

I had recently joined the South Yorkshire Sidecar Club. One of the members had an old Busmar residing in his garden. I could have this for free, so, after evicting a few chickens from the sidecar, it was trailered home. This rig was put on the road just in time for the T.T. races of 1978, the year of Mike Hailwood’s comeback. It also coincided with the South Yorkshire Sidecar Club's Spring bank Holiday camping weekend. It was no contest, the Isle of Man was the obvious choice.

In the island, the Norton/Busmar did us proud. No problems were encountered, except it always struggled on hills. This came to a head, when back on the mainland, en route to a “Federation of Sidecar Clubs” camping weekend, the outfit couldn’t make it up the steep “Winnats Pass” at Castleton in the Peak District of Derbyshire.

Winnats Pass, still a challenging climb

After investigating, I discovered that the valve springs were a good 1/8 of an inch shorter than standard. No wonder the valves were bouncing under load. Once put right, the oufit now was very much up to the job. The duff valve springs were later identified as for a BSA Gold Star single.

The year after, once again this rig took us to the I.O.M. This time we camped, so a trailer was put to use. Once again the outfit performed brilliantly, showing 90mph somewhere on the back of the T.T. course. More than happy.

The Norton might have been up to the job. The Busmar certainly wasn’t as all the joints were beginning to creak. I don’t think it was designed to go around bends with rear wheel sliding and front end crabbing. So, late 1979, or early 1980, this was replaced by a Watsonian Palma. I also had the wheels re-spoked on to 16inch rims.

This seemed like a good idea at the time, as I had a good source of part used sidecar racing tyres.

14

I also did a deal and acquired a set of leading link forks. These came off a sidecar racing chassis, which was rusting in a scrap yard. These were soon made to fit. This was the best handling outfit that I have had.

“Best handling outfit I have had�

This outfit took us to the Isle of Man in 1981 or 1982, I still cannot remember which year this was. ( read Sidecar on Line 5) As good as this outfit was, by the year 1984 the bike had changed again, I had now gone Japanese. My good wife persuaded me to get a more reliable bike. The Norton, like any Brit bike needed plenty of fettling to keep the performance up. Anyhow I decided on a 1978 Honda F2. This was soon married up to the Palma. Quite good it looked too.

More on this theme another time, or it could be something entirely different.

Oscar

15

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 16

SideLines Diesel & Electric Vehicles Hands up those out there driving an electric car, or even an electric bike. Stand still whilst someone counts the hands. OK, hands up if you actually know someone you know intimately who drives, or rides an electric vehicle. By intimately, nothing really personal, but not a celebrity you've read about, or seen on the telly. Maybe we could get an improved response if we included a hybrid vehicle such as a Toyota Prius, or another model that enables a manufacturer to seek ecological sainthood depsite still producing gas guzzling SUVs. Moving on. Hands up if you drive a diesel, or should we say turbo diesel car ? Oh, a much better response, even though there are more in the UK whose fuel of choice is petrol/benzene/gas. The chances are that a lengthy campaign of advice and recommendation to adopt diesels because of technical advances, and better fuel consumption led us to situation that now prevails on the roads of the UK. In more recent times the propaganda has proposed that the planet will be saved, etc, etc, by moving towards electrically driven vehicles. As the propaganda has been losing impact, despite government subsidies and virtue preaching, the emphasis has changed.

Clear issues of the failure to duplicate all attractive aspects of fossil fuel driven vehicles such as range, and convenience, the one factor that has dominated is speed.

Motorsport is being used to highlight the speed characteristics of electric motorsport. Formula E single seat racing, plus a one lap TT on the Isle of Man emphasise acknowledged speed capabilities. However, as with petrol fuelled motorsports, the similarity with road usage is hardly comparable.

Basic physics highlights that loads, be it through increased throttle application, or loads carried, directly affect fuel consumption and range. Equally, the additional load of lights, even LEDs, heating, in car entertainment, etc., as well as the emerging electronics incorporated into vehicle design, all influence fuel consumption.

17

SideLines Leaving your vehicle with electrical items on and the battery will be affected as many know to their cost when returning to their vehicle after a lengthy period. Even leaving the engine running with electric items turned on and the tank will be depleted quicker, although that is unusual. The point is, you don't get anything for nothing.

The saving grace with fossil fuels is the convenient solution of a visit to a fuel station and being on your way in minutes. Electrical charging, even when “rapid” just doesn't compare with the metaphorical “splash and dash”.

So, we appear to have yet another phase of persuasion. Electric sports cars such as the American Tesla and high profile BMW i supercar models. Not pure electric the German luxury models, but the i8 using a 1.5 three cylinder Mini petrol engine, as a battery charging medium and supporting the electric drive capability. Little doubt that the suggested lengthy waiting list for the BMW i8 creates an air of desirability, just as the original Toyota Prius originally created amongst the beautiful people of Hollywood. Celebrity usually demands connection with “good causes”.

BMW i8 supercar (with 1.5 Mini engine ?)

After the headline grabbers of the i8's claimed 135 miles per gallon and low emissions, the real world kicks in. Driven the way this 155 mph supercar might demand, less than 40 mpg becomes more the norm. On electric power alone the BMW can travel a whole 20 miles at speeds upto 45 mph, not quite a supercar then. Better mileage is possible with eDrive, but this hardly fits the performance credentials of the vehicle.

18

SideLines Nearly forgot, the i8 costs £105,000, so with a waiting list dealers are unlikely to offer discounts. On the other hand, maybe you could sell your place on the waiting list, not unusual in the heady heights of supercarland.

All manner of promises abound about how electric cars are the future, and that the technology will improve, notably around the batteries. However, the material of choice for modern batteries is lithium, and this presents a problem. Much of modern electronic technology is feasible because of lithium, from smartphones, other mobile devices, and increasingly in other applications. Trouble is that there is reckoned to be only so much lithium to be exploited, so is this an emerging shortage ?

Now, perhaps we ordinary folk have to ask a simple question of the “experts” , who once advised on the merits of diesel engines, which have become much maligned in respect of air pollution. Their superiority over petrol in the production of harmful pollutants was much heralded in the light of diesel engine development. Now, less than two decades later, the message is that diesel is the bad boy. Particulates are quoted as the culprit, yet self same particulates were around from square one. A lack of honesty, or political/economic skullduggery ?

More recently, the latest wave of propaganda in the UK reveals radical changes in road licencing for new cars with proposals effective from April 2017. “Standard” rate of £140 per annum will apply to 95% of motorists. Gone, the favourable low rates for lower polluting cars, and for some zero rate.

It is argued that more economic fuel consumption has led to less income for government coffers, so there had to be changes. However, existing vehicles are said to be unaffected, but we are dealing with political speak here, so don't holkd your breath.

Notably, the only vehicles now identified as zero rate from 2017 are electric cars.

Whilst personally considered unlikely that electric cars are anytime soon going to fill our highways, it's not rocket science to suggest that if that happened, and the government treasury found itself with depleted income, some method of taxation, or licencing would soon follow.

As long past American politician, Benjamin Franklin said, “In this world, nothing can be said to be certain, except death and taxes.”

19

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

20

Recollections 2 Photographs of the past continue to remind of our past experiences, not only being involved with sidecars, but the initial foray into motorcycling. They also remind of the of the film process, which limited the numbers of possible images printed on special photograpic paper/card. 24, or 36 exposures available in 35mm cassettes certainly influenced the photo taking ritual.

So different from the globally dominant digital with memory cards capable of storing thousands of high quality images, or even hours of high definition video. A technological revolution if ever there was one, and a once almost specialist hobby turned into seemingly everyone being a glutton for creating, or viewing instant images at the touch of a button.

That mobile phones now dominate the image gathering explosion strongly suggests that even the excellent digital cameras may themselves go the way of processed film and ebcome less common. Quality, ease of use, and digital storage capabilities seem to advance at a blistering pace, so who knows where this will take us. From a personal point of view, the camera still appeals, but probably, if I'm honest because of having a personal aversion to so called smartphones. It's worth noting that the current camera has more feature and capabilities than have yet been explored.

So, what have this selection of photographic recollections come up with this tyime around ? As previously, in Sidecars On Line 14, the mix is just that, a diverse mixture.

Way back as a teenage apprentice with a 250 BSA C15, I inevitably aspired to something more powerful and impressive. Being in lodgings and away from the financial backstop of parents, I had to be content with dreaming and mixing with mates, who were members of the bigger bike fraternity. One such was Trevor Monk, who had notably built himself a tasty Triton (Triumph engine in Norton featherbed frame). I remember seeing this beauty as he finished the build in a spare room of his parents' bungalow.

However, Trevor had desires to move on and upwards, as well as seeking something a little more exotic. From the profitable sale of the Triton my fellow apprentice fell upon an absolute bargain. For the princely sum of ÂŁ50 (1964) he acquired a running Norvin (1000cc vee twin Vincent engine in a Norton featherbed). Not only the pinnacle of power at a time when Tritons and similar were becoming commonplace, but somewhat more exclusive.

21

The deal was to spend the winter rebuilding what was already a solid base, yet riding it through the summer and early autumn. I never saw the outcome because I was reassigned to another factory and lost touch. Knowing the Essex lad, I reckon it would have been even more of a stunner.

Trevor's Norton Vincent special - “Novi” (1964)

Our first serious outfit, if discounting the Ural that was serious in a problematical way, was a 750 Honda Four and Watsonian Palma. Serious in the sense that as family transport (no car) it introduced us to more ambitious travel, particularly involving holidays in Europe with our two children. The first trip in 1977 being to Belgium with our daughter and son, the latter still residing with his pregnant mother. Once we were an eight leg family further trips took in Germany, Luxembourg, Sweden, and Denmark.

The Honda was modified in various ways. From the outset it had 16” spoked wheels shod with 16” Dunlop racing tyres. This was the set up for our 5 years plus with the ultra reliable Japanese superbike, as too the standard front forks. At the time the steering input required was hardly noticable, although once leading links had become our later norm, the old Honda was letterly referred to as a mobile Bullworker !

A significant amendment was the fitting of S & W air suspension units courtesy of the UK importers M R Holland. Courtesy because of doing a deal with them to fit the new to the UK units, report back on usage, and spread the word amongst the sidecar fraternity. Xercise proved useful for all concerned, and for some years after a positive relationship existed between myself and the folk down in Spalding.

22

The units performed admirably with the only glitch ensuring a clean, square cut of the fine air line where it connected to each paired unit. The eventual remedy being to avoid the initially recommended cutting with a sharp Stanley knife, and use a very sharp wood chisel. Striking sharply with a mallet avoided the slight distortion of the air line that could result in leakage. We were sold on air units, bought further pairs for future outfits, and still consider them a positive solution for sidecar and solo motorcycle use.

S & W Air units on Honda 750

The long sidecar interest is sometimes as much to do with amendment and improvement as the actual riding. Most of this tinkering and alteration is relatively small fry, but when setting about a radical alteration to an existing sidecar, our widened Watsonian Palma, opportunities arose to think out of the box. Not that this “thinking� was totally self conceived.

The prime movers in embarking on producing a complete fibreglass body top were a couple of friends, who actually built large boats, catamarans in fact. Their advice, guidance, and expertise saw something unique attached to a newly acquired Honda Goldwing 1100.

The exercise was time consuming, rewarding and provided a vehicle that carried us extensively for around 10 years. Other than excellent Wasp leading link forks and CMA wheels produced by the sadly departed John Cerhan, the Magnum ( naff, but memorable) featured lots of touches inspired by our boat building friends. These touches enhanced the outcome and proved their worth for quite a few years.

23

The items obtained from marine chandlers, who supply boat owners and builders with the multitude of items necessary to fit out a marine craft, plus others were as depicted in the following picture; 1. Watsonian sidecar luggage bars.

2. Air outlet vent from a Mercedes van.

3. Caravan recessed door handles, incorporating locks.

4. High quality plastic boat locker hinges on side and rear doors.

5. Eye straps on self made mudguard – used for carrying tent canvas.

6. Round plastic, threaded inspection cover – small storage space for oddments.

7. Rear light unit from Morris Marina van.

When our children were growing up we moved around the UK as work opportunities arose. The consensus was that such moves would not be detrimental to our offspring, as long as experiences were positive. A somewhat nomadic existence didn't appear to affect the kids' education prospects. It could be said that our continued involvement with sidecars and the sidecar community probably helped life carry on relatively smoothly. Some ups, some downs of course, but such would likely be so wherever you chose as home, or job.

24

After the original Magnum project concluded, thoughts moved to a possible petrol head indulgence for our two kids. After all, they travelled in sidecars, spent time with other sidecar families, and very regularly indulged in camping and other events connected with the third wheel “religion”.

A positive association with Peter Rivers-Fletcher at Squire Sidecars secured a good deal on one of their products, a minibike propelled by French moped power, the Squirrel. Having a son and a daughter might have been tricky, two were not viable, so the solution was to create a mini sidecar outfit.

Fortunately, a friendly contract cleaning guy where I worked identified he was no slouch with metal fabrication. In no time a deal and design were agreed and he soon came up with the goods. Attachment to the Squirrel was quite simple and allowed for the bike to be separated from the sidecar for solo riding.

The absolute bonus, and probably the biggest factors was that we resided in a closed situation with plentiful space, and a boss who was also into motorcycles. A somewhat radical Christmas present proved to be a winner for many happy hours as our two rode and rode in safety and harmony.

Our two on their “Jamel” off road outfit

In 1985 there was a celebration of 100 years of motoring at the Silverstone racing circuit. The Federation of Sidecar Clubs was invited to mount a display in the Vintage Motorcycle Club's large marquee. For those participating there were memories, not least being able to circulate the full grand prix circuit throughout the long 3 day weekend. It was also an opportunity to see some outstanding examples of vehicles of all types that are powered by the internal combustion engine. Road going, motorsport, commercial, military, multi wheeled, tracked, and thre unusual, Where we sidecar enthusiasts fitted in is open to conjecture.

25

However, the overwhelming memory, even now, is of the predominantly damp conditions. No, bloody wet conditions that the Silverstone circuit with its open position is for which it is almost renowned. The rain even impinged on our sheltered display situation. Nothing from above, but plenty at floor level. Still, we made the best of it as others did. The fondest memory as we seemed to be threatened by a rising tide was the presentation of the “WIMA Duck” by the Womens International Motorcycling Association. Smiles all around, even the duck !

DerriBoots & the “WIMA Duck”

Some years after creating the Magnum sidecar to attach to the Goldwing, something, not quite sure now, prompted another attempt. Initial thoughts were to make a lighter version as the original was acknowledged to be a little overkill on the layers of fibreglass matting used, it being possible to stand on the roof and jump up and down without any sign of flex. This stemmed from the good folk originally involved, who built sea going catamarans that qualified for Lloyds marine accreditation. A more suitable construction was adopted, but a design change was also incorporated.

The decision was to widen the body by eliminating the external mudguard, the wheel being within the body line. The theory had merit, but the outcome was not to our eyes as attractive. Two rally seats side by side was wide such that one wag commented on the Wing looked as if it had a Ford Sierra attached !

To be fair the outfit worked out on the road, taking the four of us on a 4000 miles trip around Europe that included Italy for an FIM Motocamp in San Marino, plus the daughter celebrating her 16th birthday in Venice. The trip also was a landmark in that it was the last sidecar holiday we enjoyed as a family foursome.

26

Ultimately, Magnum 2 was sold and continued to serve others, again attached to a Goldwing. This impressive set up was seen on our travels.

Magnum 2 “under new management�

Personal ventures into sidecar construction have been rewarding, even if not always perfect. However, we are not alone in creating our own take on producing more than just an idea. There are several examples remembered over vthe years, including Keith Noble's beautiful creation highlighted in Sidecars On Line 14. However, one that is recalled was Ross Clarkson's very original and unusual sidecar that created much interest in the 1990s. It has to be said that the whole package was probably the most unique example, even in a sidecar world that is very much about unique. No more commentary, just look.

27

There is something fascinating about camping, honestly there is, but not everyone can appreciate it. Even in these days of “glamping” (expensive, already erected, luxury abodes under canvas that “celebrities” do) there remain those who wouldn't be seen dead beyond the safety and soft of a fancy hotel. Never mind, each to thwir own.

Anyhow, even SidecarPat has hardly been keen on the idea of camping in the winter season. Fine doing “indoor camping” in a village hall in North Yorkshire in February, but under canvas in a predictably cold region, forget it. However, dad and lad venturing off to North Wales' Snowdonia in February, a different story.

Great weekend, good company, lad playing pool in front of an open fire in the Saracen's Head Hotel, dad enjoying the odd beer with the bigger lads. Spot on.

Walking to the Forestry Commission campsite, interesting, only beaten by the lack of warmth in our summer sleeping bags ! Did we sleep, or simply go into an ice induced coma, who knows. The abiding memory of the morning after is that it was so cold that our petrol stove was the only source of boiling water, as gaz stoves were non functional. The Colemans stove did sterling service that breakfast time. Cold ? It was “bloody freezing” !

Slightly cool in Bedgellert

Finally, this time around, the trials and tribulations of a legendary sidecar enthusiast, namely the Oscar, he of our features, Oscar's Odyssey. Over the many miles, that this life long motorcyclist and sidecarist has completed, he has shown a determination to keep going and find a way through, despite what life and the motorcycling gods can throw at him.

28

Quite some years ago a weekend was arranged for a group of like minded souls to spend time together at a friend's hostelry north of Pickering in Yorkshire, the now sadly closed Saltergate Inn. Most camped, although severe weather on the Saturday night justified many seeking the relative comfort of the inn.

During the Saturday the assembled friends embarked on a ride around the local roads to enjoy the stunning North Yorkshire Moors scenery despite the cold, but dry weather. However, the intrepid Oscar had a failing exhaust pipe that was now in need of urgent attention.

The happy band pulled over by a convenient, natural inspection pit, so that Oscar could make a temporary repair with the esteemed Gun Gum. As this miracle paste required water, the location also proved perfect as there was a pool of the stuff nearby. Such planning, such innovation, such memories.

Oscar at work !

29

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 Mobile 818 903 1157 or Email via our website; http://www.sidestrider.com/

30