Sidecars on line 19 by John Procter

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Sidecars On Line

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Issue 19 â&#x20AC;&#x201C; October 2015

BMW 1200C custom with Troika sidecar at the 2015 European Sidecar Rally (EGT) in Reddighausen, Germany

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Contents this Issue Editorial – Summer trips far, wide, and close to home Belgian Jumbo – 30 Years and counting – From that first time experience in 1977 and how it was in 2015 Oscar's Odyssey – More sidecar outfits owned and abused over several decades – to date that is European Sidecar Rally 2015 – Another August weekend in Gerrmany along with over 1200 other sidecar outfits Sidecar Seating – Part 3 – One manufacturers approach to improving sidecar access and passenger seating SideLines – How long before it won't be acceptable, even allowed to connect a sidecar to a motorcycle ?

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Editorial The single annual European trip has come and gone. It was enjoyable and despite close similarity to past travel to mainland Europe was memorable for a number of reasons. It was always planned that retirement would bring along more opportunities to cross the English Channel, be it over or under, and perhaps for lengthier periods than a couple of weeks. However, life isn't always down to tidy, predictable plans, more a case of dealing with circumstances. For all our so called “life mishaps”, our problems are miniscule compared with many, so it's important to be realistic and get on. So, it was another ride south, embark for France by train via the “Tunnel sous La Manche”, and complete the journey to long time friends in Flanders. Familiar, friendly and a sense of meeting up with “family”. 2015 is special because the sidecar related purpose was our 30th participation at the Belgian Jumbo, a weekend rounded off with a day when over 150 sidecar outfits provide rides for a variety of young folk with special needs. Read about our involvement with the Belgian event over the years in this issue. After the Belgian Jumbo weekend we rode on to Germany to attend Motorrad Gespanne's (German sidecar magazine) annual Eropean Sidecar Rally (EGT) in the village of Reddighausen. Our second visit to the event's traditional base, and our fifth participation all told. Again, read elswehere about our time at this popular event. In complete contrast, and just to prove that 1456 mile ventures into Europe are not required to enjoy the pleasures of attending a sidecar event, we very recently travelled a total, that's there and back, of 9 miles to a motorcycle gathering in support of a local public museum. With our 7 year old grandson in the sidecar, we joined our local Motorcycle Action Group (MAG) for what was originally intended as a likely 2 hour commitment. Good weather; an involved and interested grandson; usual motorcycle and sidecar related banter; a compact, but worthwhile local museum; plus various examples of classic and modern machinery, saw us spending 6 hours there. Illustrating perfectly that you don't always need to spend a lot of money, time, and energy to have a good day out with a sidecar. Overall, it's been notable that the year so far has been variable in terms of weather. 30º C warm days a feature some of the time we spent in continental Europe, but also heavy rain that, when on the motorcycle, certainly challenged the integrity of our protective clothing. This time around the summer riding boots proved to be comfortable, but a little soggy. Just a blessing that when the boots suffered it was close to home. 5

Belgian Jumbo â&#x20AC;&#x201C; 30 years and Counting It's important to clarify the title. The Belgian Jumbo, 2015 edition, was the 45 th time that sidecars had provided a day out for the young people involved with the Dominik Savio Institute in the Belgian province of West Flanders. The 30 years in the title being the number of times we have participated since our debut in 1977. Missed years resulted from work and family commitments, but many friendships have accrued for us since 1977 and are seriously cherished. The 2015 edition saw ourselves as one of only two UK participants, in our case the only outfit with the sidecar on the left. Good friend Frank Lamoon, now resident in France, and aboard his French BMW/EML outfit, was a welcome addition to the international contingent. As previously, the Run is based at Dominik Savio, an all embracing organisation for handicapped folk from babies to adulthood. This community at Gits, half an hour ride south of Brugge, caters for all aspects of education, care, therapeutic provision, employment, along with a social life. Importantly, Dominik Savio is also very much part of the local community. The Jumbo format is familiar with the main institute site providing camping, social activity, and no doubt the key feature of handicapped young people, their families, and sidecar folk spending time together. The formal event kicks off Friday afternoon, although some sidecarists arrive earlier in the week; the Saturday Run itself; a significant social Saturday evening; and ending with a firework display. Being an event centred around Saturday enhances the event for all concerned, notably the connection with families and other sidecarists. The sidecar convoy departs around 10 am, takes around 2 hours riding through pleasant Flanders countryside, including villages and towns where enthusiastic residents show their appreciation. This is a major attraction of the Belgian Jumbo Run that never fails to make us smile and relish the experience, even after 30 years. Our destination is a hosting town where attractions, entertainment, lunch, drinks, provide the opportunity to socialise for around 4 to 5 hours. Over the years this has included theme parks, and some beautiful Flemish communities. The return ride is shorter and arrives back at the institute to an enthusiastic welcome and the evening social. Food, drink, music, and varied entertainment enhance the experiences of the day.

Our first venture to Belgium was in 1977 on our trusty Honda CB750 and Watsonian Palma. The Belgian Jumbo was the conclusion of our family holiday that took in camping at the horse racing venue in Stratford upon Avon; a Honda Owners Club rally near Bristol, where as having the only sidecar, we wone Best Outfit; a night camping in Ramsgate; then taking our first Channel crossing aboard the hovercraft service.

“That Honda's loaded”, thinks Derek (1977)

Of note is that our daughter was just 4 years old and Pat was 3 months from giving birth to our son. Yes, for those of a tent phobic disposition, we camped in a second hand, leaking canvas tent that justified buying a necessary plastic sheet in Stratford to protect us against a typically moist summer. This was our first family foray across the Channel, myself being the only one to have left the UK some 8 years earlier on a solo motorcycle. Pat and Melanie in the Palma with camping equipment, clothing, plus associated paraphanalia spread in and around bike and sidecar. Pretty ? Hardly, but we didn't care. Happy days. On arrival at Gits, we found a sole tent, which housed another UK family, the Cullens from Birmingham. This proved to be the start of an enjoyable period of friendship when Derek and Chrissie took us under their wing and soon established our feeling of comfort in what, after all, was a new situation for each of us. On that August weekend other new found friends enhanced the pleasure that is still fondly remembered. Despite language difficulties and some trepidation, we soon felt comfortable and welcomed. Our first passenger, Rudy Decaluwe, was “recruited” because his usual sidecar rider, Richard Tate, had damaged his outfit travelling to Belgium. Out of the blue, we had new acquaintances in Rudy, his parents, Richard, and others. The three of us soon felt part of what was a great introduction to the event, and which led to spreading our wings into Europe as a whole.

The only downside, well of sorts, was when we made the Cullens aware that whilst they had been away touring the continent, Elvis Presley had died. Maybe difficult for some to understand now, but quite a profound event at the time. Anyway, 1977 proved to be a success that suggested we should do it again. The subsequent catalogue of memories would require a book to record. Suffice to say that the outfits changed down the years. The 750 Honda did for 3 years; our first BMW airhead only one (repeated mechanicals meant it had to quickly go); the Honda 1100 Goldwing between 1981 and 1991; the BMW/EML between 1992 and 2007; the BMW K1/Saluki from 2008 to 2012; and the Yamaha Vmax/RX4, 2014 and 2015. Amongst many memories are significant landmarks for the Belgian Jumbo itself. In our early days it was not uncommon for there to be at least 200 sidecar outfits involved, whilst the 25th edition that involved over 300 on a bold, but successful ride to Brussels. By now, and with our teenage son pillion on an escorting solo, we had the second of our BMW airhead twins, which memorably returned from the Belgian capital towing good friend Colin Bembridge's stricken BMW K100 outfit back to the institute. A drive line failure that was quickly resolved that same evening.

Over 300 sidecar outfits in central Brussels for the 25th Belgian Jumbo Run

That the 25th Run ended with no major problems on what was a challenging, part motorway route, meant the organiser of the time, long time friend, John Vandelanotte, had to fulfill his promise to sing on the karaoke stage. This went well, although his significant consumption of alcoholic beverages probably helped. The reception for his performance was ecstatic, but then again most of the audience was somewhat inebriated, which maybe accounted for the enthusiastic applause.

The 2015 Belgian Jumbo weekend was the start of a successful two week holiday trip. A good time spent with friends, notably past and present personnel at the Dominik Savio institute, and those we have come to know through the Run itself. Many of the staff, both past and present are friends, as are numbers of sidecar and supporting solo riding marshalls. For us, the friendship of those the institute has and continues to support is cherished.

Number 30 for our 30th Belgian Jumbo

Sometimes there can be some sadness, and this year was no exception, with news of folk no longer with us. I guess this is a problem of developing extensive contacts over a number of years, but ultimately doesn't detract from the positive memories that those passed helped create. As usual we attended the Friday afternoon entertainment for the younger children of Dominik Savio's primary school. Ice cream popular as always and entertainment from children in their own version of “”X Factor”, or was it “Dominik Savio has Talent” ? At 5 o'clock I paid my 10 Euro fee, a serious bargain as the fee covers lunch, and 2 drinks, for 3 persons (rider, wife/husband/partner, and passenger). Prices for additional food and drinks at the institute are more than reasonable. No indication of folk en masse providing their own drinks here, and so enables Dominik Savio to raise funds for their esential work. All round Friday was a great start to the weekend, and concluded with an alfresco meal of sausage and frieten (fries) in the village of Gits. We certainly know how to push the boat out we Yorkshire types ! Then it was back to our good friends', Marc and Nele's house for a good night's sleep.

Saturday dawned with warm sunshine, then off to the institute to find our place in the convoy line, and meet our passenger, Timo, from the previous year and his mother. It's worth pointing out that the majority of our friends and contacts in Belgium speak and understand English, a factor that since 1977 has affected any resolution we might have originally had to speak more than the odd word of Flemish/Dutch. Little doubt that English is the world language, which is unfortunate culturally, but in reality is the state of play. A real surprise was the appearance of good friend Frank Lamoon. Contact with him since the sad loss of his wife and soulmate, Pauline, had been by phone and email. Although I had mentioned some months previously that we were attending the Belgian Jumbo, Frank had arrived by accident. He was staying with friends in the area on his way to England from his home in France, and it was they that reminded him of the event. He took the chance to turn up on the Saturday morning and register. Happy to see him and a few tears were shared before departure. We were destined to spend the rest of a happy day and evening with Frank, as well as Timo, and his parents, Rita and Jen. The destination for the Run, after a delightful ride, was the city of Kortrijk. This time around the food arrangements were somewhat different, but typically Belgian. Sausage and frieten, so for us a second dose in less than 24 hours. Not quite like the usual summer fare of salad and meats served by friendly local residents and no complaints, but lacking that common touch we have seen as a feature of the event. The afternoon in the attractive centre of Kortrijk was spent in a leisurely fashion with a coffee or two, and a single beer after the lunch session. As usual presentations were made, along with various thank you speeches for all involved. Amongst those recognised were the small number of sidecar guys, who had been on all 45 Belgian Jumbo Runs. Quite an achievment and testimony to the friendly nature of the event. For our sins we were presented with a souvenir to mark our 30 th participation.

The 45 year guys, Jumbo organiser Patsy (green top), local dignitaries, and Mr Elephant with young admirers

As ever, the return ride was shorter, taking around 50 minutes rather than over 2 hours for the outward leg. Then, once past the usual waving crowd, it was a quick parking up and making our way to find a seat and table. Despite our rush, and predictably, most tables in the outdoor social area were “reserved”. No towels on furniture, but lots of turned up chairs and a few people on guard, predominantly little old lady types with menacing demeanours that suggest, “Not here”. So, as in the past, grab a stacked table, a few stacked chairs and stake your claim to a piece of real estate, i.e. an acceptable space between two established tables. Then off for the always reliable, and tasty half chicken salad meal. Inevitably, Timo joined a friend, just as he had done earlier in Kortrijk, doing what teenage guys do, wandering around meeting other friends. Meanwhile we chatted with Frank and Timo's folks and enjoyed the friendly atmospere. Unfortunately, Timo's father was tiring due to his long term health problems, so the family had to depart a little early. Shortly after Frank also had to reluctantly depart as he had to prepare for an early ferry to England. So, we were able to spend time with other friends before eventually leaving after what had been a tiring, yet memorable day. A couple of days later we left our Belgian hosts, Nele and Marc, to travel to Germany for the European Sidecar Rally, but before leaving Flanders we called in at Timo's home to spend a pleasant hour with the family. The Belgian Jumbo has become much more than simply a Saturday ride in August, for us it's much more than that.

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Sidecar Outfits I Have Owned (and Abused) – Part 2 It was at the end of the summer of 83 that it was decided to get something with a little more grunt. A Honda F2 of 1978 vintage was up for grabs somewhere in North Derbyshire, not a million miles away. After a test ride, and all was good, the Honda became mine. The Honda was soon attached to the Palma, and was pressed into service as soon as the 1984 camping season started. One of the highlights of this years camping was the “Welland Valley” rally at Hulland Ward in Derbyshire. This was the occasion of the “Fedettes”. Their stage performance was extremely hilarious and unforgettable. It was soon obvious that the Palma was not going to be much use to me and my growing family. No, there where no additions, just that both of my kids were growing fast. Something had to be done, like taking a saw and cutting the sidecar in half, straight down the middle. I then welded tubes across the front and back of the chassis, thereby widening the plot by 8” at the front & 9” at the rear. This extra 1” at the rear of the chassis, I hoped, would give me the extra that was needed for toe in. This idea worked perfectly once on the road. The two halves of the body were bolted in place in the chassis. I then fibre glassed across the gap. Reinforcing where necessary. A new solid top was made, also from glass fibre. The screens were simply filled in with flat Perspex. Not very professional, but I am not a professional. Anyhow, the rig needed to be back on the road. For the rest of 1984, the outfit did some sterling work, doing plenty of camping weekends, etc.

We also had one of the best holidays of our life when we went to North Wales for the “Red Rose” camping weekend. This camp was in the middle of a glorious 10 days camping with Dave & Christine Copping & their family. A great FED (Federation of Sidecar Clubs) weekend was had with them at the Corse Lawn annual rally too. Sadly, Dave & Chris were killed in September (see Sidecars on Line 8). Thus, a great year for camping ended on a very sad note. We visited Belgium & Holland in 1985, attending the Dutch rally at Alkmaar. This trip was plagued by rain, and more rain. I do remember that the camping field was almost under water. I paid the camping fee, we stayed for a drink then decided that this site was not for us, so we set our wheels for home, staying for one night at a place called “Duinrell” near “The Hague”.

Visiting the famous Belgian race track at Spa

Things carried on into 1986, then on the way home from the FED rally I was involved in a big accident with a car. This was in the Peak Forest area of Derbyshire. One of our group had taken a wrong turn and was heading towards Bakewell. This was bad news on a Bank Holiday Monday, so I about turned and was trying to head him off. As I approached a road junction, a car also approached from the left. I slowed, saw the whites of his eyes as the driver looked at me. He then pulled out, right in front of me. No way could I avoid a collision. My sidecar hit the front offside of the car at something approaching 50 mph. Both the outfit and I flew over the bonnet of the car. I felt the whole plot brush the top of my helmet on its way down the road. Once again my star was shining. I got up off the ground with hardly a scratch. The day after was another story. I just could not get up out of bed as I was stiff and ached all over for the next three days. The complete outfit was a write off.

Nevertheless, I was soon back on the road because I had a complete Honda 750 just waiting in the wings, plus a Monaco sidecar bought from a friend. The only mods done to this version, was that I made up my own 15â&#x20AC;? wheels for the outfit.

So, into the new millennium. The offspring had by this time found other things to occupy their mind. I was also using my solo motorcycle a Honda NTV a lot more. I also wanted to go further afield. Along with my son Stephen riding pillion, we accompanied long time friend Alf Tindall on a ride to France where we visited an old acquaintance and club member. On the way back we stopped off in Portsmouth where we visited the historic naval ship yards there. We also took the chance to see the Sammy Miller motorcycle museum in New Milton while we had the chance. Both the dock yards and the museum are really worth going out of your way for. I must admit, the sidecar rig had certainly taken a back seat. I was the only one of the family now doing any riding, or camping. So, for convenience and economy the solo had it. The Honda, being rather idle, hadnâ&#x20AC;&#x2122;t gone unnoticed. A club member began pestering me to sell it to him. So, come 2002 it had gone to a new home and I immediately regretted this. However, the cash funded a trip on the Honda NTV to Norway and the North Cape. ( see Sidecars on Line 9 & 10). For nigh on 4 years I was without a sidecar rig. What is the point of being in a sidecar club, and not having a combination. This had to be put right. I spied a Suzuki 800 V twin in the motorcycle press. A trip up to Blackpool to see it , and soon it was mine. A Watsonian GP chair that I prised off a fellow club member was quickly fitted, and I was back on the road and feeling like I belonged in the club.

A set of leading links was soon cobbled together, making this a lovely handling rig. It would also quite rapidly accelerate up to 90mph, where the power would fall off a cliff. This was of no consequence. However the “Achilles Heel” of this rig, was the very weak clutch. On occasions when being caught up in traffic, the clutch soon began to protest. Twice the clutch let me down, once on the way home from the “Federation of Sidecar Clubs” annual rally in 2008. Then, a year later it failed, rather embarrassingly, as I was giving a lady a “50 things to do before you die” experience. She had to walk the 2 miles home in the rain while I waited for the breakdown assistance to arrive. She did forgive me though. I guess it’s one of her “50” she won’t forget.

By 2010 the Suzuki/Watsonian was history. I had bought a BMW K100 with a Watsonian GP 700. This rig was a beauty. It was all white, and it handled OK. This should have been the outfit that I could live with. But NO!!. I don’t really know what it was, but I just did not like the way it drove. Maybe it was that I was so used to having V twins with power on tap without having to change down a gear or two to pass. It may have been the stupid BMW winker arrangement (3 switches that even BMW eventually abandoned). I seemed to spend half the time riding it looking for the winker cancel switch. It had to go and it did. I was now riding a 650 Honda Transalp. I treat myself to this upon my retirement in 2007. This was the motorcycle that really fitted me, and it suited my style of riding. So, at present, the Honda NTV was sitting redundant, but not for long. Once again I persuaded a club member to part with a Palma, which was just waiting for me in his garage. In fact, it was the same club member that gave me the Busmar chair back in 1978. A sub frame had to be made to accommodate the Palma alongside the Honda. At the same time a set of links was made up and I was soon on the road.

The rig handled reasonably well. A big problem was the gearing (too high) and the bike's rear suspension. I was never going to spend a small fortune with special wheels & suspension, so the gearing had to stay as it was. The suspension, after swapping over the spring for for one off an “Africa Twin”, was exactly the same as it was before. I solved the problem by fitting a conventional damper on to the nearside of the bike, which beefed up the back end and it now sailed round left handers. Early on this year, the Honda developed a fault in the gearbox. It kept jumping out of first gear and I had to keep my foot firmly on the gear pedal to get up speed enough for 2nd gear. I do remember that back in 2000 when I bought the NTV, it was jumping out of gear then. I stripped the engine, replaced 2 gears, a blind bearing, selector forks, gaskets etc. All this cost over £360. The bike has done over 100.000 miles now, so it doesn’t owe me anything. I don’t feel like getting down and dirty anymore. I am many years older now, and not quite as supple. To this end I have just taken possession of a Yamaha XJ 900 with a Hedingham S/S. Lets hope this is one that I can live with.

Looking back, I maybe should have persevered with the BMW rig. This certainly was the best outfit condition wise that I had owned. All of the outfits had something that endeared them to me. As well as sometimes making me want to drive them into a wall.

BMW K100/ Hedingham, maybe the one that got away

What has happened to some of the rigs? The last time that I saw the Norton 650SS, it was back to solo, looking resplendent as it was on display in a show. The Suzuki/GP was up for sale on Ebay a few months ago. It looked really sad and I believe the sidecar was sold separately. The BMW /Hedingham is doing sterling service as a winter hack for one of the FED members. I must say, It has been mostly good fun.

Oscar

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European Sidecar Rally 2015 The German sidecar magazine Motorrad Gespanne organises the annual European Gespanne Treffen (EGT), and is hosted by the Motorradfreunde Reddighausen in Germany. Alternate years see the event hosted in Weiswampach, Luxembourg. Our first time at the EGT was at the alternate Luxembourg location, then the following year at Reddighausen, followed by enjoyable days with newly gained friends, Kevin and Kerstin at their place in Germany. Fellow guests in K & K's village of Waldebauch were Kerry and Paul from Tasmania, plus Chris from mainland Australia. A clutch of memories and time well spent. To back up their sidecar credentials, Kevin and Kerstin are currently on a world tour with their BMW outfit, “Liza”, and ongoing contact is maintained with Kerry and Paul in Tasmania, plus Chris from Melbourne. Two successive years at Weiswampach, very much remembered for the times spent with Paula and Frank Lamoon, and especially significant because of the subsequent sad loss of our dear friend Paula, a few months after the 2014 event. For 2015, it was back to Reddighausen. Following our annual weekend at the Belgian Jumbo Run in West Flanders, we set off for a steady ride to Germany. This time, instead of a hurried blast, as in the past, we opted for an overnight hotel stay in Duren, in Germany not far from the Dutch border. A good move despite Sidecar Pat making humorous observations about the Ibis hotel being “budget” and with only “1 Star”. Standards were goog, staff friendly, and a more than acceptable buffet breakfast justified my critic's approval to book a night for our return journey. Despite the hotel's industrial estate location, proximity to an excellent Italian style restaurant only 10 minutes walk away added to what proved to be a satisfactory stopover. The L'Osteria reminded us that our trip was as much a holiday as an opportunity to ride and participate in a now favoured sidecar event. The shared pizza meal on the outward journey, then pasta on the return leg, were both excellent, and acceptable prices. Understandably, L'Osteria is a very popular eating establishment for locals and travellers alike.

The second ride through to Reddighausen was slightly hindered by the closure of a road on the final miles of our selected Garmin route. However, the sat nav feature of recalculating meant that initial disregard of closure signs didn't ultimately matter. A few extra kilometers, riding along different roads, including some single track, didn't detract because of the beautiful scenery and fulfilling ride. On reaching Battenburg, where we didn't stop for cake, it was then only a short distance to the rally site. When we arrived on the Wednesday, two says before the EGT officially commences, there were already quite a few tents scattered around the site. We looked around for our man from Oz, Chris, who had promised his attendance on the ADV Hacks forum. No initial sighting, but, as they say, no worries, there was plenty of time. In the event the colonial boy arrived Thursday on his trusty BMW F800 solo. We chatted a while, enjoyed a drink together, and he erected his one man tent. Chris said he'd be back by 10 Friday morning, and left, obliged to attend to 5 cats back in his temporary abode at a friend's house some 160 kilometres away. The deal was apparently, free accomodation as long as the felines were fed, watered, etc. whilst his friend was away.

Good food, drink and friendly, the Zum Edertal â&#x20AC;&#x201C; hotel, restaurant and bar

When not wandering the site and meetinmg up with acquaintances old and new, we enjoyed walks into the village and the watering hole at the Zum Edertal gasthaus. Pleasant, welcoming, and tasty beer, so, having initially called Wednesday evening, we enjoyed theThursday, and Friday evenings too. The latter with an excellent meal that sadly Chris missed, having not yet returned. Plus friendly, local folk to add to those we have been fortunate to meet over the years of sidecar travelling, and another justification to hopefully return in the future. 21

Friday evening saw us sharing the hostelry with a well attended anniversary party, which although in another large function room, positively influenced the friendly atmosphere. The barman's provision of schnapps to ourselves no doubt got lost on the party bar bill. Cheers mein herr. Throughout Thursday and certainly Friday, the rally site filled with more participants on the usual awesome mixture of machinery. Not that there wasn't room for more, the available land being plentiful, albeit somewhat undulating. Of course, pockets of congestion especially around the facilities, the trade displays, and naturally, the social hall. A noticeable aspect at Reddighausen is the good value in respect of drinks, both alcoholic and otherwise, food, plus tasty cakes and waffles provided by the ladies of the village. The local Hatzfeld Reddighausen community more than embraces the EGT.

Chris & Pat enjoy a shandy, or two

The only marginal issue was the failure of our man from Oz, Chris, to reappear as promised on Friday morning. Indeed, the guy eventually showed his face early on Saturday, and so dismissing our concerns about possible mishaps. We weren't the only ones left wondering where was the short, stubby bloke with the quaint English speaking accent and ultra small tent. However, when Chris did arrive early Saturday, friendly banter took over when a new lady acquaintance from northern Germany, and who more than once already displayed an acute sense of humour, “chastised” our poor Aussie for the anxiety he had created. “The whole rally site has been worried, especially these poor people from England.” A classic performance, that initially seemed to be registering with his Ozness, but not for long !

Why was our man so late ? Sorry Chris, but the truth must be told. Apparently it was raining hard at his intended time to ride back to Reddighausen, so he didn't. Too much influenced by all that Australian sun and dry roads ? Let's be fair to the bloke, he is very well travelled, has probably ridden more wet miles than many will ever do, but it can be less than easy riding a solo on German autobahns when seriously wet. On the other hand, the Germanic â&#x20AC;&#x153;reprimandsâ&#x20AC;? did entertain quite a few people. Chris was left with little time to take in all the sidecar outfits in attendance, but did his best. We have to admit that despite the advantage of more days walking around the rally site, taking numerous photos, and discussing vehicles with other enthusiasts, we still managed to miss some interesting rigs. This became apparent as we watched people leaving on the Sunday morning, but also as images appeared on the internet some weeks after the event. Maybe next time ?

Amongst the many interesting and innovative sidecars on display in the EGT trade area, the Knaus ST2 did impress us. Construction and design were good with several interesting features. The major interest for ourselves was the raised passenger seat position, which not only raised the occupant, but also enhanced entrance and exit, something we have discussed for some time. Simple, effective solutions to what is an important matter for sidecar passengers. The EGT culminates on Saturday evening with the awards and raffle. Awards for technical innovation, various attendance aspects such as oldest and youngest participants, and distances travelled. We surprisingly secured the 3 rd non German distance award behind two Swedish friends. We were fortunate in the light of past participants from Japan, Russia, and the USA, amongst others gaining the distance awards. Aussie Chris didn't count due to being on a solo motorcycle. Still, for us, he deserves a mention of some sort, possibly, for just being Chris. 23

As in previous years, the star raffle prize was a new sidecar. No, didn't win.

There was only a limited presence of UK participants compared with recent years, it was good to see another UK couple attending for their first time. We enjoyed our first meeting with Norman and Pat Powers, who turned up on their Honda CB1300/ Merlin outfit.

Norman & Pat Power's Honda/ Merlin outfit

Of course, having now participated a few times, some of the sidecar outfits attending have become familiar. However, as ever there were things new and intriguing, providing the usual dose of inspiration and ideas. The intention is to be there again in 2016 at Weiswampach. If you haven't experienced the EGT, we reckon you should give it some serious consideration, if only once. 24

Some selected outfits at the 2015 EGT (European Sidecar Rally);

Knaus sidecar attached to a much modified BMW superbike. Very special, expensive, but not everybody's cup of tea. Still, it still is a looker in our humble opinion.

BMW twin and Zero sidecar Cafe racer style ?

It's not all about new, it's just as much about well put together sidecar rigs that look good such as older, but a treasured BMW and Guzzi

Hub centre steered Harley plus Marz sidecar

Suzuki Hayabusa special. Note the exhaust, not the only feature on this much modified outfit

It isn't all about modern bikes and swoopy styling as this tasty Honda CX500 outfit shows

Maybe this sidecar attached to this Moto Guzzi reminds you of a certain German automobile

Counted 6 BMW K1 outfits at the EGT, although could have always missed others. These two fine examples attracted the cameras and smartphones

. . . . and of course, don't forget the old timers, the BMW outfit that is . . . .

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/

Sidecar Seating â&#x20AC;&#x201C; Part 3 â&#x20AC;&#x201C; An Available Approach ? Last issue (No. 18), the subject of sidecar seating, and the linked issue of access, was considered to be concluded, at least for the time being. A few personal thoughts and observations on design and function to maybe highlight an issue that to some extent does influences use and ownership. However, in the world of sidecars, notably in the more active scene of mainland Europe, there's always the chance that someone might actually embark on considering the subject. This proved to be the case at the 2015 edition of the Euro Gespanne Treffen, or European Sidecar Rally. (A specific report on the event appears elsewhere in this issue.) Walking around the usual EGT trade area, amongst some very impressive machinery, Knaus Sidecar Technik were showing off their particular take on the sidecar theme, the Knaus ST2. Following familiar, modern lines, it offers what are considered to be some notable features and options.

An auxilary fuel tank is available that is fitted to the chassis under the sidecar body rather than contained within the sidecar body itself. This feature that has the advantages of no fuel fumes permeating the passenger space, and simplifying removal of the body for maintenance, repair, and similar. A quick release fuel pipe connection from the chassis mounted fuel tank to the motorcycle also features should you wish to disconnect the sidecar chassis.

Sensible, practical design is also apparent in the sidecar wheel arrangement. The wheel only partially encroaches within the body space and the consequential relatively narrow mudguard can be detached. As sidecar mudguards are traditionally vulnerable to even minor damage (scraped the garage wall anyone ?), the easily detached mudguard can be easily replaced, repaired, or painted without having to potentially indulge in a major visit to the spray booth. Not unique, but a suggestion of some practical thought at the design and construction stage. However, whatever other facets drew us to the Knaus, the feature was the rethink on the sidecar seat height. Let's be honest, for even the few attempts by some manufacturers to ease access, the seat height norm is still predominantly â&#x20AC;&#x153;2 seater sports carâ&#x20AC;?. Fine, if able to clamber around freely, but something of a no no for the emerging, potential sidecar population. Even a casual glance at the car market will identify more options for those who increasingly, or traditionally struggle with a low seat height. Although gravity might assist getting in, exit can be a challenge. How many long term passengers, and potentials, have rejected the sidecar berth due to the difficulties associated with simply getting in and/or out ?

Good access to the Knaus ST2, plus storage under the seat

The Knaus ST2 sidecar attempts to address this issue without recourse to complexity. Put simply, the seat height is more realistic and consequently provides worthwhile storage space under the passenger seat. Another spin off is a passenger being able to see around a little more, including beyond the motorcycle, whilst being in a potentially better position for communicating with the motorcycle rider, or pillion passenger.

A raised passenger seating position without compromising the lowline looks of the Knaus sports sidecar design

The Knaus sidecar rear end is tidy and features a capacious boot/ trunk

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

SideLines Anti Tampering Regulations Since motor vehicles became more commonplace, rather than something the wealthy and priveleged could indulge themselves, I'd suggest in the latter half of the 20 th century, there have been more rules and regulations in terms of ownership and use. After the early pioneers were simply able to drive, or ride a vehicle without any form of official approval, systems of control became necessary. Increases in traffic and accidents began to cause concern, so many governments determined that the ability to drive had to be proven before unleashing inexperienced drivers and riders onto the roads. Consequently, testing and licencing regimes were introduced, initially relating to driver ability, but eventually to motorised vehicles. In due course, especially as motorised vehicles proliferated in developed countries, regulations developed affecting the construction and use of cars, trucks, and motorcycles. In respect of motorcycles some construction issues have been more apparent, and widely discussed above others. Probably the most significant area for powered two wheelers has been exhaust sysyems, notably noise reduction. In every sense exhaust noise has been, and even many decades, continues to be a topical issue. At inevitable risk of “Loud Pipes Save Lives” proponents threatening dire personal consequences, motorcycles do engender an almost tribal attitude to motorcycle exhaust noise. Two things are at play. The first, a holy mantra for many biker types, being to make a distinctive noise, usually louder. Mimicing a road racing bike's sound, or even that of a more powerful machine, is something that has preoccupied generations of enthusiasts. If it's loud it must be faster, quicker, sexier, and perhaps crucially, rebelious. The “right” to make a noise is somehow seen as an entitlement by a vociferous number, at least it seems a lot by the numbers displaying “lood pipes.....” patches on their bike jackets.

SideLines The second influence is the more recent development of hype surrounding brand name” exhaust systems and components. There's nothing new in throwing original exhausts away and fitting the latest fashion bent pipe, or tube, i.e. can. Brooklands cans pre World War 2, swept back pipes from Pride & Clarks in the 1960s, the list goes on, and well befor the latest breed of Sunday, middle aged fast lads.

Well recall buying pattern Goldie “silencers” as part of a bike rebuild, whose noise raised several eyebrows for months before actually being stolen from the BSA twin on a trip to the Mallory Park race circuit. Scum at work, who certainly wouldn't have been tempted by the originals. My personal reaction was to reinvest in standard pipes, which quietened the A7 no end and kept the neighbourhood happier. At the time the desire was predominantly to remove temptation for cretin low life, but I soon adapted to the more civilised noise level. Goodness, I was by now into my late teens, so reckoned that I was mellowing with old age ! These days the exhaust obsession remains for many, even though original manufacturer exhausts have been extensively tested and proven on sophisticated, high performance motorcycles. The deal is, in my humble, to change for the sake of appearance more than anything else even if it means disregarding the engineering ability of bike manufacturers' designers and engineers. In some cases, fashionable, must have exhaust alternatives are offered as options by motorcycle manufacturers, although this may be to much to do with overcoming related regulations. In one notable case, a renowned US manufacturer, the less than approved option is likely manufactured by the motorcycle maker. Although exhausts stand out as a common “customising” target, modifications of other sorts have their disciples. Types of powered two wheelers offer varied opportunities to “personalise”, some simple, others radical, and potentially some questionable.

SideLines The trend towards so called adventure bikes has produced a whole new sector of attachments, adornments, and changes. Exhausts for sure, but also luggage carrying options, lighting, and alternatives to factory fitted items. A curious issue, notably with the flagship BMW GS range are the numerous fittings and equipment supposedly to “toughen up” for off road use. Whilst accepting that 21st century UK roads have more than a fair share of potholes, and that speed humps in supermarket car parks can be challenging, there has to be a question mark over some items on offer for urban adventure types. Sainsburys is not the Sahara despite the herds of shopping trolley 4x4s. Let's face it, the vast wilderness of the supermarket deserts is possibly the nearest some GS bikes will come near to “off road”. Sports bikes significantly represent a domain of fashionable amendment. Everything from wheels, seats, forks, suspension, even the capacity to amend performance characteristics with plug in systems such as Power Commander. So, here we can have a near 200 BHP motorcycle, developed by experienced engineers, probably with data gleaned from multi million dollar racing prgrammes, being adjusted by jack the lad with his laptop. Intriguing when considering our lad would almost certainly phone recovery if his machinery ceased functioning. Down the years, authority has not ignored amendment/customising trends, and moved to deal with it when things may in their eyes have got out of hand. Motor vehicles are more controlled and regulated, in favour of the “bureaucratic” common good. Often, control has been implied, suspected, even threatened, but not always materialised. Threats to stop changes to existing and established components, have come and gone over the years. Some seemingly disappear without trace whilst other proposals have become embedded in regulations. In the UK, much has generated from membership of the European Union, although bureaucrats would likely have still proceeded with all manner of controls even if the UK had been in every sense a sovereign state.

SideLines In recent times moves to limit, even outlaw unapproved vehicle amendments have surfaced yet again, and this time around they may not go away. Indeed, regulations could change the whole face of motorcycling as it now exists. Anti tampering such as unapproved changes of parts, equipment and function are looking increasingly likely. In some respects some of this may not influence actual riding significantly, at least not in the relative short term. On the other hand, the likelihood is that after market manufacturers and suppliers would probably be the losers. However, the anti tampering movement in any form would be a significant threat to sidecars. Much of what is required to enable a sidecar to be fitted to a motorcycle requires amendment of some sort, even if traditional major alterations are not contemplated such as leading link forks and different wheel/tyre combinations. The fact that enthusiasts and sidecar manufacturers have fitted sidecar to many different motorcycles over the past 40 years, there is little evidence of this actually being openly approved by the powered two wheeler manufacturers. Many may not have said as such, but that does not necessarily imply tacit approval. Notably, BMW stated their disapproval of fitting sidecars when launching the original new breed of twins back in 1969. It's a bizarre fact that sidecar history indicates the German company's machinery has remained a major choice for sidecar enthusiasts ever since. BMW appear to have been happy for some sidecar manufacturers to focus on their products. EML, EZS, and others have been, and continue to be key players in promoting the use of the German marque as suitable for the attachment of a third wheel. Only time will tell how the current situation continues. However, nothing can be taken for granted. Threats remain and indeed things have changed almost by default. For example, although not a vehicle issue in itself, in the UK it is no longer possible to take a riding competence test with a sidecar fitted to a motorcycle, unless the rider is registered as disabled. A prospective, non licence holding candidate has to go through the whole, now very complex routine of acquiring a licence on a solo motorcycle first. Costly, expensive, and in some respects questionable. (See the following illustration).

SideLines

The effect on recruiting to the sidecar cause cannot be disregarded, and it is unfortunate that no voices were raised against this radical change. A case of a legislative change affecting the acquisition of an operator licence getting through “on the nod”. How things develop in the months and years ahead is anybody's guess, but it would be unfortunate if the sidecar community, industry and user enthusiasts ignore the possibilities. The danger is that a restrictive measure in one part of the world could well be adopted elsewhere. Consequently, European Union zealots have to be watched, but also other nations such as the United States. Even in the “land of the free”, restrictive measures have, and so could be viewed as worth emulating in other countries. It's a small world.