Sidecars on line 20

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Sidecars On Line

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Issue 20 – December 2015

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Contents this Issue Editorial – Summary of contents, plus a time of reflection as 2015 comes to a close All Tooled Up – What exactly do you carry for those possible problems with the outfit ?

Oscar's Odyssey – Early motorcycling days culminating in a first outfit Batteries Part 1 – Contemplating the “heart” of the electric system Ride To The Wall 2015 – A spectacular, motorcycle tribute to those UK military personnel who didn't return from active service SideLines – Driverless Vehicles – An insight and appraisal into the developments to produce vehicles capable to be “Autonomously Driven”

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Editorial Motorcycle electrics have changed dramatically over the decades, most significantly since the advent of the silicon chip and associated “black magic”. “Black magic” because the simple mysteries of electrical problems compared with the slightly familiar of the mid 20th century have morphed into “fault codes” and the inability to address faults and problems with a battery, bulb, screwdriver and assorted spares.

The days of carrying points, condensors, and suchlike, along with spare coils, HT lead (high tension spark plug cable for those under a certain age), and insulating tape back at home, are long gone.

True, if you run a classic motorcycle, around pre 1962 I'd guess, then a self repair kit is likely to be part of your vehicular life. Equally, if your background is “old school” it may be that you still carry around a few items that might just save the day for simple issues. All, well nearly all, is revealed in this issue (see “All Tooled Up”).

Modern motorcycles reflect other vehicles in the electro wizardry that abounds in the depths of what was once basic components – dynamo/alternator, ignition coil/magneto, ignition distributor, regulator/ rectifier – plus a wiring loom.

The simplest electrical set up experienced was that on an old Harley side valve with a dynamo, electro mechanical regulator, and ignition distributor, and spark plugs. With a toggle switch to activate the ignition and a 3 position light switch, the wiring was very simple indeed. On one occasion, when a short burned some wiring, some household cable from a friend's basement saved the day.

The issue of electrics arises because time has been spent addressing a starting problem on the Vmax, which ultimately proved to be a failing battery. Again, this has led to this issue's feature on motorcycle batteries.

Oscar comes up trumps again, this time recounting a visit to the Isle of Man for the TT races, plus a honeymoon trip to North Wales that was supposed to be another visit to the TT. Not the same by a long way and very different. Still, didn't have to pay for the ferry !

2015 has flown by with good moments, and the odd less so, but compared with some folk in the world, can't really complain. As this issue is put to bed, it's the day after the South Yorkshire Sidecar Club's Christmas party for children, grandchildren, even great grandchildren of members. It went down really well and enjoyed for the excellent atmosphere created by everyone present. A good start to Christmas week.

So, Christmas greetings and positive wishes for all in 2016.

SidecarJohn & SidecarPat

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Ride To The Wall 2015 The Run to the Wall in the USA involves motorcyclists, many ot them military veterans, participating in a ride to the Vietnam Veterans' Memorial Wall in Washington DC. The annual Rolling Thunder, a veteran's advocacy organisation, Run started in 1988 and takes place every Memorial Day weekend. The 2016 Run weekend will be from May 27th to 30th.

The significance of the Wall reflects a changed view of those who fought in the discredited Vietnam conflict from being ignored and disregarded to respected ex military personnel.

In September 2009 we visited the Vietnam Veterans' Memorial Wall and neighbouring military memorials in Washington DC. Very impressive and thought provoking. The names of tens of thousands of young men, who perished in the south east Asian conflict is very emotive, as is the neighbouring tribute to those who were lost in the Korean War of the early 1950s.

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So, back in the UK, having heard of the annual mass motorcycle ride to the National Memorial Arboretum and talked to past participants, the decision was made to take part in the 2015 Ride to the Wall (RTTW) on Saturday 3rd October. An earlyish was necessary start to arrive at the M1 motorway service area at Woodhall, just south of Sheffield, for the morning departure. The sight of motorcycles significantly filling the car park area was in itself something to remember as we were directed to our parking spot.

Ride To The Wall operates as a charity for the benefit of the National Memorial Arboretum, which is close to the A38 trunk road near Burton Upon Trent. Besides raising funds the RTTW is an event that, due to the impressive participation of thousands of motorcyclists, provides great publicity for all concerned, notably the cause itself, plus the families of deceased military personnel, as well as motorcycling.

Prior to the event we had registered online and made the suggested contribution.

This saved time on the day, but also made us feel part of the whole exercise from the beginning, even though we were newcomers. A significant number of enthusiasts have been involved from the early days, raising the profile, plus much needed funds for the National Memorial Arboretum. For us, another opportunity for the motorcycling fraternity to show its heart.

The ride from Woodhall to our destination, undertaken promarily on motorways and major trunk roads, was interesting to say the least. Advance information suggested a convoy speed “will not go over 60 miles per hour”.

However, the departure of so many motorcycles, trikes, and the odd sidecar outfit, certainly in excess of 1000 from Woodhall, meant some leeway had to be given for other road users leaving the service area. This caused gaps between groups of motorcycles, and when it came to our turn to leave, it turned out that the Vmax outfit was in the lead of a significant sized mini convoy.

We were followed by solos of all descriptions, but none that seemed to appreciate sedate. “Making progress”, as advanced motorcyclists are told was very much the order of the day. Although the Garmin was set for the National Arboretum as a back up, this did not identify the actual route. That was personally unknown.

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So, the demand was to try and keep those that left Woodhall ahead of us in sight, which meant the legal limit and a bit beyond. All very well, except that the total journey, including the distance from home, might be close to our fuel limit at elevated speeds. A saving grace was some miles of a long standing 50 mph restricted speed section of the M1.

However, even this proved difficult to maintain with our advance companions hardly visible in the distance.

Once on the A38, south of Derby, the Woodhall convoy eventually came together, and we slowed for entry to the various parking areas, in our case an overflow car park. As for our fuel situation, the Yamaha's red fuel warning light had remained unlit, so the slight nervousness on that score dissipated. We then made our way into our destination along with thousands of others.

We took a walk around the memorials, but most importantly the Armed Forces Memorial, impressive on its raised mound.

This has similar impact to the many seen in mainland Europe relating to both World Wars. The design and bronze statues contained within convey images of comradeship, courage and sacrifice. A worthy centrepiece amongst the varied collection of specific memorials.

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Refreshment and a sit down were appreciated before the ceremonies began in the afternoon. As the crowds gathered together we took our place in clear view of the Armed Forces Memorial, and also conveniently in view of a giant screen.

The Armed Forces Memorial played centre stage for all the various aspects of the ceremony including the spectacle of a World War 1 Tiger Moth aircraft dropping poppies, or the reminder of World War 2 in the shape of a Douglas DC3 Dakota. Excellent and moving renditions by superb singers and military musicians played their part in what was much more than just a show.

Giant screens were used with great effect, adding to the impact of the day. Speeches and balanced religious elements all served to pull the whole endeavour together.

RTTW had the air of a big motorcycle event with predictable adjuncts such as catering and regalia, but in this situation was both special, and probably unique.

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The day was special in many ways with highlights that will not be forgotten.

Care for the fallen Hero

Brothers and Sisters in Arms

Just some of the thousands present

RTTW Founder, Martin Dickinson

Attentive audience

Unknown family pay respects

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Crowded Armed Forces Memorial

Banner Parade motorcycles

European Participants

Time to Leave

At least one other sidecar outfit

Time for Tea on a memorable day

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It would be remiss to ignore two individual mishaps that it is hoped were satisfactorily resolved. Firstly, the sight of a bike rider pushing his stricken machine the last half mile to the Arboretum whilst his lady carryied the culprit rear chain.

Secondly, the rather more spectacular bike in unstoppable flames as we joined thousands of departing motorcyclists. Dramatically, it transpired that the completely destroyed machine had been active as a blood bike carrying the vital life saver and other essentials to and from hospitals.

After the relative discipline of the ride to the National Memorial Arboretum it was decided to avoid as much motorway riding as possible for the journey home. From the A38 we travelled from Derby to Ashbourne, on to Buxton and then familiar roads through to Sheffield. This final choice through part of the Steel City might be seen as strange, but it was interesting to go through city areas that had been part of life when our relationship with each other and motorcycles was in its early years. A street, once the home of several motorcycle dealers and shops way back, was now filled with all manner of eating establishments. The familiar, well frequented Disc Jockey cafe another long gone victim of progress.

For some time after the Ride To The Wall, the tale of our day was recounted to family and friends. Perhaps for some in the motorcycling fraternity there might be enthusiasm to consider participating themselves. In any case, we would hope that many will make the effort to at least visit the National Memorial Arboretum, it truly is, in our humble opinion, worthwhile.

The National Memorial Arboretum is a very special place with countless memorials and tributes to organisations, both military and civilian, that have been, and continue to be, called upon to serve in times of conflict and defence of the UK. Regardless of personal views and stances about war, tyranny, and unrest, the nbottom line is that people make the ultimate sacrifice. It would be great if it didn't, but it has done, and sadly continues to be so.

As with most motorcycling events, not least the RTTW, participants somehow relate to each other. Type of motorcycle, dress, colour, employment, status, or whatever else may divide, very rarely ever cause division. We shared thoughts, laughs, and respect with all manner of folk on a memorable day. Memorable for the spectacle, the togetherness, the ceremony, the presentation, the effort, and probably above all the numbers of people present. http://www.ridetothewall.org.uk http://www.thenma.org.uk/

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Batteries – Part 1 The Positives and Negatives Way back, when the world was black and white and you could avoid paying for telephone calls by using a certain tapping technique: not that I did, I just heard about it. In those days, half a century back, motorcycle batteries were simpler and somewhat less important than now.

For a start they weren't required, i.e. you didn't need them to start the motorcycle.

Before alternators and coil ignition the battery was something of a secondary consideration.

Starting a powered two wheeler came courtesy of a device called a kick starter, strange because you didn't kick it, at least not in a manner required for kicking a ball, or the cat. Practice and experience soon perfected this weight transfer technique, unless, of course the particular motorcycle had some idiosyncracies. Certain powered two wheelers had reputations for requiring a special starting techniques, some maybe justified. It could have been that macho images promoted by certain owners hinted at evil things some machinery could inflict if you didn't get it right. Broken limbs, being catapulted into eternity, and a less than attractive consequence for the so called family jewels, if you got it wrong.

My theoretical bĂŞte noire was the BSA Gold Star, which was reputed in some circles to have a fearsome kick back.

Having never attempted to actually try starting the legendary Small Heath single, I may never know if it was true, a mere myth, or in reality down to poorly set up ignition ? Bikes that featured exhaust valve lifter mechanisms might suggest that transferring a human's body weight through a system of cogs and levers required assistance.

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Have never owned a motorcycle with a reputation for inflicting injury via kickstarting, although the 125cc two stroke MZ was a slight challenge due to the left hand kickstart. It's funny how an acquired, almost instinctive technique became difficult when the other leg was required. For starting from rest, the revised technique was to stand on the left of the bike and use the “natural” right leg to bring the 125cc beast into life.

However, it was an issue if unfortunately stalling in traffic, when hurry up was necessary and remaining astride the bike and using the novice left limb was a less than comfortable situation. Still, I digress.

The first battery issue of any significance was with the Ural, bought new in 1972.

The Russian 6 volt battery was like much of the motorcycle, not quite on a par with most other motorcycles of the time. The initial media pitch of a “poor man's BMW was somewhat short of the mark”. However, to be fair, the Ural's poor dynamo output didn't help as it failed to keep up with the relatively easy demands of a very basic electrical system. Maybe I should have noted the 6 volt system when most motorcycles had moved on to 12 volt electrics. On the other hand, 5 years running a 1942 Harley engine with its 6 volt system immediately prior to the Ural had been more than acceptable.

Night time travel was a gamble as the dynamo failed to balance requirements with the headlight on.

Any trip requiring more than half an hour in darkness was tricky.

Charging the battery before a 70 mile autumn journey to relatives was a must. If visibility was likely to be poor due to weather conditions, the battery was also charged. Good job that we were not trying to power such things as additional lighting beyond the standard small wattage lights on the Watsonian sidecar. Heated clothing and the electrical items now normal on present day machinery could never have been considered.

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Other Ural owners at the time, of which there were few, adapted older Volkswagen dynamos to resolve the charging issues. This was considered and moves to fit the German alternative progressed when a VW dynamo was acquired, but other mechanical issues ultimately led to totally abandoning this foray into Russian engineering, and purchasing a Honda 750.

Battery dependency issues first emerged with our Honda 750 four in the mid 1970s.

However, this was not quite as crucial as it ultimately became with later motorcycles as this, our first electric start machine, retained an effective kickstarter.

Outstanding reliability and performance, things never experienced before, tended to mean taking some things for granted. The battery was possibly subject to the least care and attention. Periodic maintenance involving oils, drive chain, and cleaning were undertaken, but beyond that the Honda reliably performed as our sole, year round family transport.

Then, one cold Christmas Eve night, as we prepared to leave our sidecar club gathering at a member's house, the electric starter wouldn't turn over the engine. The two children were already in the sidecar and we two were ready for the journey home. Fortunately, the kickstart came to the rescue, although the engine needed to be running fast, low revs and tickover were impossible. The problem was quite simple, but reflected my battery neglect. Two of the six cells were found to be virtually dry. Replenishing the dry cells at home with simple tap water (it was Christmas remember and I had no distilled water). A few miles ride near home, plus use of the kickstart for a few days soon helped restore the battery to good health. From that day on, awareness and checking of battery condition has been an ongoing consideration with bikes and other vehicles.

Our two BMW 980cc airhead twins particularly highlighted the reliance on having a good battery. A mixture of occasional starting issues, not helped by the BMW's notoriously slow turning starter motor (remember two 500cc cylinders to overcome), and known, potential charging inadequacies didn't help. The battery was a key player and a sidecar friend's recommendation proved something of a revelation.

Back in the mists of time, some fellow enthusiasts had found that with modification the Exide Torquemaster battery designed for a small three wheel car, the UK Reliant, could be persuaded into the standard airhead battery space. The seemingly drastic modification was to carefully grind off some of the outer plastic case's ribs.

The sealed for life battery could then fit into the standard battery location and be connected.

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Indeed, without any need to charge before, or after the initial installation the Exide Torquemaster reliably functioned for over 8 years despite being expected to supply power for camping lights, electric pumps, even jump starting other bikes. Sadly, when it eventually began to slowly fail, the excellent Torquemaster was no longer produced, at least not with the same dimensions. The demise of the Reliant three wheeler was probably a factor.

The Exide battery had been a gem, and it was rationalised that a similar product should be invested in as replacement. Along came the new kid on the block, the very noticeable orange Odyssey. “Fit and forget” was a selling point for this new fangled sealed for life wonder, except that it proved not to be quite that simple when installed on the airhead BMW, as long forgotten starting woes returned, plus the battery drained. The price paid, allied to enthusiastic promotion of the Odyssey justified a quick return to the local supplier, who, to be fair, provided a replacement without any complaint.

Whilst the replacement proved to be a slightly longer lasting, only amounting to just a few months, and so “fit and forget” had hardly been applicable. The supplier happily refunded with commentary that they had experienced a fairly high level of returns.

Whether this early day Odyssey experience reflects how it might have improved, I cannot say, but it has resulted in uncertainty to take another chance with this particular, albeit popular option.

A small car battery in the sidecar boot became the choice from then on with the second of our airhead BMWs. This was habitually connected to an Optimate “smart” battery charger whenever the airhead outfit stood for a period in the garage. Just prior to selling this outfit after some 15 years, or so of use, I acquired a replacement starter motor from the USA that featured adapted Toyota 4x4 truck components.

Far superior than the original equipment and really turned over the engine more effectively. Pity I didn't actually get much benefit from this somewhat expensive buy as the outfit departed into a friend's care.

In more recent times, a sealed Lucas battery was installed on the BMW K outfit to replace the Varta battery that had been on the bike since the outfit was purchased.

What is quite crucial is that the much easier starting of the K bike doesn't have such a significant impact on the battery. Unfortunately, a problem emerged with a slow electrical drain, which thankfully was not due to a faulty battery.

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A simple investigation of electrical components and wiring justified removal of excess wiring, notably in the sidecar. Previous owners having fitted radio, windscreen wiper, and accessory sockets, and me removing them, a fair quantity of redundant cables could be discarded. Simplification was the objective. Unfortunately, the source of electrical drain could not be determined, so a battery isolator switch was fitted, and makes a big difference. After any lengthy non use the battery is given a short charge to ensure an instant start when required.

The most recent battery experience has been fitting a new battery on the Vmax, the factory original losing power sufficient to prevent the V4 Yamaha not responding to the button. Following enquiries and online research a Motobatt AGM battery, a Chinese copy of the Odyssey was purchased. “Fit and forget” with reliable performance claims taking precedence over a few warnings of inadequacy, i.e. not doing what it says on the proverbial tin. Great for a time, 18 months to be precise, then not enough juice to turn over the normally easy starting Yamaha. Not a commendable experience.

A Yuasa battery is now fitted to the V4 with the view of the Motobatt supplier being that I'm “just unlucky”. Maybe I have been, we will have to see.

A consequence of the new breed of batteries emerging over the past decade, as well as all the electronic wizardry associated with motorcycling, is keeping a battery healthy. We no longer simply attach a transformed mains power source as when 6 volt electrics slowly moved on to 12 volts and battery construction was universal. Today, battery chargers are “intelligent” and cycle through electronic routines that assess, maybe discharge, hopefully rectify, and then charge. What was once a simple charger can now be referred to as a “battery tender”. Chargers/tenders are specified for varying battery models. One size no longer appears to fit all.

The electronic revolution on motorcycles calls for differing requirements, whilst additional demands beyond much simple ignition, basic lighting, and an audible waring device (horn). Sensors, braking, warning and safety systems, plus the modern additions such as on bike entertainment (radio, music players), intercoms, gps navigation, phones, heated devices, and a plethora of functions associated with what are effectively on board computers. The screwdriver, pliers, and basic tools are no longer applicable when dealing with those things connected to the battery.

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Tommy Robb & I, Partners in crime Back in the year 1964, the little Enfield had gone and after a disastrous flirtation with a Honda CB 250, more on this another time, I was now riding a man’s machine, namely a Norton Dominator 500cc. I was also going steady with Ann, my future wife.

We had some real good rides out along with friends Alan & Margaret, Roy and Dot, Alf and Gloria, not forgetting Roger, and whichever girlfriend he had at the time. All the regular places in this part of the country were visited such as, York, Scarborough, Whitby, Skegness, and practically everywhere in Derbyshire.

We did race meetings at Scarborough, Cadwell Park, Mallory Park, and Oulton Park. Also, speedway at Belle Vue, Leicester, Bradford Halifax, Long Eaton and Wembley. The track at Sheffield was , and still is, the best and fastest track in any of the UK leagues.

At weekends, we usually met up on Saturday night at one of the many Working Men’s clubs. Here we would plan our Sunday ride, drinking beer at a reasonable price while listening to top class entertainers such as Freddie & the Dreamers, The Searchers, Marti Caine, not forgetting the late, great Joe Cocker.

They didn’t come any better.

Looking back, this must have been my Golden Age of motorcycling. I had a great girlfriend, the best of friends, and a great handling motorcycle. plus beer and petrol were cheap. Every weekend we were away and free.

By June 1965 it was T.T. time again. The Norton had been breathed on slightly and now had twin carbs, Dunlop alloy rims, a glass fibre tank, plus the coil ignition had been replaced by a Lucas magneto. Along with my Norton, Roger had a Norton Atlas, Alf a Norton 99, whilst Alan &and Roy both had Tritons.

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As soon as we arrived on the “Island” we dumped our luggage and set off for a lap of the course. I was keen to see what the Norton was capable of. Approaching Union Mills, I caught and passed a group of slower riders, peeled off into the right hander there, then left, past the petrol station. A quick stop quickly followed to avoid hitting the policeman standing in the middle of the road with his hand raised. The “Slower” group of riders also stopped.

The policeman dismissed each of the other riders one by one, until there was just little me. Believe me, I did feel small when he beckoned me to him with his finger. I had been caught by a radar gun, operating just before Union Mills. I was duly booked, and told to report to the courthouse on the Tuesday morning.

On arrival at the courthouse, I could not gain access. No, the place wasn’t closed, it was packed solid by errant bikers caught by the radar. Eventually my turn came around. I had noticed that all the miscreants were being fined £5.00 with 5 shillings (20p in new money) costs, and licence to be endorsed regardless of their plea.

Irishman Tommy Robb aboard legendary 1960s Honda race machine

I remember Tommy Robb, the famous Irish, Honda works rider, was up in the dock before me. He had been caught while driving a van. When asked if he had anything to say, he replied, “Yes Milord. As you know, I have been coming to the Isle of Man for many years now, and as my contribution to safety in the races, I was showing a group of newcomers to the TT races the safe way round the course.” Tommy went on in this vein for another couple of minutes. The judge and his panel put their heads together to discuss this. Eventually, their heads rose, the judge announced gravely, “Fined £5.00. 5 shillings costs, licence to be endorsed”. Just a thought, but did this make Tommy Robb, being of short stature, a “Little Pleader” ?

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What chance did I have. When my turn in the dock came, I had nothing to say. So, that was five guineas out of pocket, more than a few of tanks of petrol that was.

After two days, I received my licence back. No endorsements had been entered.

One highly amusing incident of the week was while Alf and I, along with Ann and Gloria, were at the Onchan Head amusements. The girls decided to have a ride on the “Ghost Train”, but Alf and I sat this one out. Off the girls went through the swinging doors and into the darkness. Minutes went by and then the attendant came out of his kiosk heading towards the swing doors of the “Ghost Train”, flicking his cigarette lighter as he went. We both realised what this meant.

The train had broken down in the middle of untold horrors. Soon, after the attendant disappeared, we heard screams from inside, then he reappeared with two very scared looking lasses. The girls knew they had broken down, but when this apparition appeared with a flickering light under his chin, this really set them off.

For the rest of the week we had a really great time, watching the races from Rhencullen on the Monday, Braddan Bridge on the Wednesday, then Friday's Senior, from Glen Helen. This Senior race was when both Hailwood and Agostini slid off.

Hailwood duly remounted to go on and win the race.

So, into 1966, the year that I first fitted the Swallow Jet 80 sidecar I described in the first issue of“Sidecars On Line”. If you recall, the chair originally had no wheel, so I had a boss welded onto the chassis, and a Mini wheel fitted. A friend welded a Dominator steering stem onto a set of Norton ES2 yolks. This made a good handling rig.

1966 was also the year that Ann and I decided to “tie the knot” in August, just before the T.T., which, due to the seamans strike, was held in September. Talk about bad planning. It wasn’t like we had to get married, but “Hey Ho”.

Ed. Cover illustration of the 1996 TT races, which due to a seamens' strike moved fro the traditional June dates to September.

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So, for our kind of “Honeymoon”, we took a trip to North Wales on the outfit and spent two nights in Llandudno. The plan then was to end up in Llanberis for the night, in order to be amongst the first in the queue for the train ride up Snowdon the next morning. The plan worked, but very nearly didn’t.

After a good ride that day, and finding ourselves on the wrong side of the mountain to Llanberis, I think we were on the A4085, I asked a farmer chap for directions to get to our night stop. He directed us through a gate and along a narrow tarmac road up the side of the mountain. So, off we set, up the steep incline. Once we reached the top the view was fantastic. We could see Llanberis in the valley far below, but here was where the tarmac ended and from this point it was just slate and shale. It was getting late in the afternoon and I didn’t want to retrace our wheel tracks. So, with a deep breath I set off down the mountainside.

I soon realised that I had made a great mistake. I was sliding on the slate surface, and the only way that I could keep any kind of control was by sliding the outfit sideways if the speed picked up to much. I couldn’t turn round and go back, I couldn’t even stop. While all this was going on my new bride Ann was calmly sitting there admiring the scenery. How long it took to drop down to a safe level was hard to judge.

What I do know, I have never been so scared in all my life. It was almost dark by the time we reached Llanberis.

The day after, we had our trip up Snowdon on the rack and pinion railway, which was memorable by the fact that low cloud obscured the mountain top. So, for all the time, effort and expense to get to the top of Snowdon, all I have to show for it is a picture of Ann sitting on the Ordnance Survey (OS) trig point there, surrounded by swirling cloud.

Snowdon Mountain railway

The OS map trig reference point, but no Ann !

Oscar 22

All Tooled Up What do you carry around in the way of tools and spares to deal with what problem might with your vehicle might arise whilst riding many miles from home ? It seems that the modern way is to depend upon recovery services, which probably means the most important piece of an emergency kit has become a mobile phone.

After a breakdown SidecarPat had to wave down a passing van for assistance near a well known biker hangout in North Yorkshire. Well, not simply wave down, she actually jumped in front of the slow moving vehicle, more likely shocking the guy into stopping rather than him naturally being a good Samaritan. His help did result in being hauled home on a recovery truck. No, we didn't get to Devil's Bridge that day.

In consequence a mobile phone was purchased the following day with the prime reason to deal with vehicular problems. None of this fangled keeping in touch with the entire world, all of the time, as has since evolved. Strangely, although we had a recovery package, up to that time no means of appropriate communication. The problem with the bike was a familiar electrical charging failure with the BMW. This time, for those who know the long standing problems, it was the rectifier/ diode board. Out of the four possibilities, this hadn't failed previously, but it was our third out of the four.

Over two R100 airheads, two regulators and two rotors. Happy days.

Rectifier – 1 failure

Rotor – 2 failures

Regulator – 1 failure

Stator – 0 failures

For those, who may have an old airhead twin, and need guidance, help, if you have electrical charging problems, the internet provides comprehensive assistance in the form of written and video information.

The outfit carried a number of tools, spares and repair remedies, but at the time a spare diode board had seemed a bit excessive. We do remember a guy in the distant murky past, pre marriage, when we were mere solo motorcyclists. This riding companion rode a Panther sloper outfit and carried a suitcase of tools and spares in the large Busmar sidecar. The old leather suitcase, suitable for a family week away, contained tools to satisfy most mechanical engineers' needs, as well as possibly the odd blacksmith. This case probably weighed more than his lady passenger, not merely because of the tools within, but an extensive spares collection.

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An ongoing chuckle amongst our small, informal riding group of two solos and two outfits was that the sidecar was necessary to carry the case, more so than for his female companion. The guy's vehicular choice was somewhat influenced by the UK law of the time that permitted riders with a provisional licence, and displaying “L� (learner) plates, to ride any capacity motorcycle, if a sidecar was attached. The Yorkshire made, big Panther single, was very much a popular choice for the traditional sidecar brigade.

Some of our Panther man's spares were predictable, being sensible items such as cables, chain split links, bulbs, spark plugs, gaskets and the like. Even we solo types found room for such things. Most memorable amongst his collection were a magdyno, plus a complete clutch assembly ! The latter was actually required on a group trip we made to a grass track meeting in north Derbyshire. Whilst the rest of us watched the racing our Panther enthusiast was otherwise occupied and, it must be said, unfazed, as was his very patient lady friend.

My personal approach to onboard tools and spares has been influenced by experiences, good and bad, be they mine, or those of others. Sound advice from professional experts, and latterly the internet, continues to be positively influential.

Key factors in the past were a motor savvy father, a pioneer petrolhead grandfather, and a sidecar enthusiast father in law. Sidecar friends and associates have, over the years, been equal sources of positive advice. Knowledge gained from a petrol head life has fostered a repair and resolve approach. However, the ever present desire to save money cannot be disregarded. This should not be confused with the idea that a worthwhile, positive outcome requires fair payment.

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Whilst I would never claim to be more than an enthusiastic amateur when it comes to some aspects of vehicle engineering, I prefer to do things myself as long as it's within my capabilities. Equally, I prefer to understand what someone else is doing for me, be it professionally, or otherwise. Some folk are clearly more skillful and adept and able to do a better job than myself, but I still prefer to understand the positive contributions of others.

So, what exactly is carried on the sidecar outfit beyond the “just in case� mobile phone in the pocket ?

Motorcycles require at least a basic set of tools, and more recently most of those owned have been so equipped. Back in the 1960s, pre-owned bikes required carrying my own set of basic tools, previous owners presumably needing to do the same.

However, basic tools are unlikely to cater for all requirements, never more so than when a sidecar is attached. It makes sense to carry appropriate tools for genuinely achievable roadside repairs.

Late 1950s/Early 1960s BSA tool kit

1980s BMW K75/K100 tool kit

As for spares, well it somewhat depends upon what could go wrong as much as anything. Undoubtedly, more modern machinery is generally exceptionally reliable, plus some of the technology has to be regarded as too complex for roadside repairs.

In particular motorcycle electronics are hardly conducive to repairs of any kind with replacement rather than repair seen as the norm.

Realism needs to prevail based upon actually undertaking a job, plus personal ability and common sense. Typical factory supplied tools, and indeed additional ones, will only suit basic maintenance and adjustment. Motorcycle technology is not as conducive to a roadside fix as might have been the case a few decades back. Personal skills and knowledge may work within a workshop situation, yet become impractical in less favourable environments.

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Looking at the current Yamaha outfit, this is the selection of tools and items carried; TOOLS

SPARES & OTHERS

Bike's OE toolkit Screwdrivers Spanners for sidecar fittings & not covered by OE toolkit Sockets & lever bars Adjustable spanner Allen Keys Tyre levers Tyre repair kit Electric pump Air pressure gauge Scissor jack Multi tool (Leatherman) Cable stripper/crimper Scissors Tow rope Fuel syphon Torch Work gloves

Duct tape Insulating tape Tie wraps – Reusable, single use Auto electric cable Assorted crimp cable connectors Light bulbs (?)

Auto blade fuses Assorted nuts, bolts, washers Assorted Jubillee clips Luggage straps – light/heavy duty 0.5 litre engine oil

The Vmax's OE tools are not as extensive as the BMW K100's standard tools, and certainly no way near a mid 20th century BSA offering.

Additional screwdrivers, spanners, and allen keys are for additional nuts, bolts, and screws, as well supplementing those supplied with the bike. Inevitably, sidecar fittings demand larger sizes, plus length for extra purchase when loosening and tightening. Sockets with extensions and tommy bars cater for a variety of situations on the sidecar (wheel removal), plus fairing attachments.

Tools associated with the electrics have proved useful over the years. Attaching a sidecar involves connection to the motorcycle's wiring, plus other connections can require attention when away from home. A GPS mount, sockets for heated clothing, plus charging of cameras, mobile phone , and an MP3 player for the sidecar passenger, all are sources of potential problems. Of course, mustn't forget the additional lights and relays. Whilst usually electrics are reliable the preference is to be prepared.

Have the things carried proved useful ? Well yes, but over the years not always for dealing with our machinery, but helping others out of a dilemna. Can't be bad.

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Hedingham Sidecars

Manufacturers of the Hedingham Range & Unit Leading Link Fork

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

Sprite

Aspire

Single Seat

Gem

ETH

Hub

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

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

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

If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 27

SideLines Driverless Vehicles Vehicles that can operate without a driver have become very newsworthy in recent years, probably due to the so called power of the internet. It could be argued that this latter point is assisted by a big player in the internet revolution, namely Google. As the world's most used search engine, Google is using some of its vast profits to fund a well publicised, driverless car project. The fervour surrounding this venture has been so significant that it has seemingly prompted established vehicle manufacturers to get their own research and development departments to seriously explore driverless technology.

It is important to stress that there is nothing new in the idea that driverless vehicles could, even would, become a transportation reality. At the 1939 New York World’s Fair, the Futurama exhibition, sponsored by General Motors, presented industrial designer Norman Bel Geddes' futuristic vision of driverless vehicles, believing they would dominate the roads of future. However, these particular visions, as well as similar proposals, required systems of special, adapted roads that would allow vehicles to move in convoy, almost as a railway train with carriages, or wagons.

Early 20th century vision of driverless motoring

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SideLines Much later in the early 1980s, and probably well remembered by many, advanced computer control featured in KITT, the television series “Knight Rider” car that was depicted as not actually requiring the driver in any situation. This particular flight of fancy could not only operate independently of human involvement in driving, it was also very capable of thinking, planning, and making decisions. It even talked !

KITT – the Knight Rider car

Present day development of driverless vehicles now comes under the new fangled title of “Autonomous Driving” and is already being incorporated into some conceptual designs of future vehicles. Mercedes Benz, Ford, Honda and others are notably involved.

Mercedes “autonomous” F015 concept car – Mock up, Photoshop, or real ?

However, reports of sightings around San Francisco in March 2015

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SideLines Besides Google cars, now being evaluated on California roads, other concepts have appeared. These are not just passenger cars, but also include large trucks. The nature of truck transportation, involving lengthy journeys on major highways, indicates that autonomous trucks might appear in real world situations before people carrying cars.

Mercedes “autonomous� Freightliner truck in Nevada

The electronics required for a truck need to be very reliable and from a safety point of view. Early, road going versions may not permit the elevated speeds that can be witnessed on major highways, not least in the USA. Travelling in excess of 75 mph and being passed by a very large, articulated truck is an experience. Development with early generation versions of the Freightliner and contemporaries may be required before human control can be totally emulated.

The Freightliner driver, no longer in control !

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SideLines Despite publicity, suggested progress, and proposed benefits of “autonomous vehicles”, there are other considerations. Safety is high on the agenda with any new, radical technology that involves road transport. Road networks worldwide where millions of powered vehicles are 100% human controlled whilst road traffic incidents maim and kill many hundreds of thousands each year. Significant numbers of incidents are down to human error, so it could be argued that an “autonomous vehicle” is not necessarily a greater risk.

Early evidence from 6 years testing Google cars highlights 11 “minor accidents”. In all cases the blame has been down to human drivers. It is suggested the cars programing is set up too cautiously. The Google car incidents have all been at low speeds, which is possibly not surprising considering the design and prime purpose as a city car.

The Google project on California roads has required approval by the state's Department of Motor Vehicles. Continuing appraisal of the project is in itself influencing the bureaucratic approach to legislation, presumably both existing and proposed. The DMV has also approved testing by BMW, Bosch, Cruise Automation, Delphi Automotive, Honda, Mercedes Benz, Nissan, Tesla Motors and Volkswagen.

A serious dilemna is that the contrast between established drivers taking risks and cutting corners, against the obvious risk aversion programming of “autonomous vehicles” are incompatable. Building human “aggression” into programming is something that may have to be considered, even if only partially.

There is little doubt that serious numbers of “autonomous vehicles” would be initially introduced into suitably “friendly” traffic environments. Probably California as a start, then comparable locations. It would be hard to imagine such a fledgling vehicle type entering the horn happy, devil take the hindmost situations that exist around the world for some decades yet.

Probably the greatest questions. Who would be deemed responsible for the driven conduct of an “autonomous vehicle” should things go wrong ? In developed countries there are licencing and legal requirements, notably that of vehicle insurance. Would an owner, or the person in charge of the vehicle be responsible and accountable ? How would insurance companies approach the provision of liability cover ? Just as key, if something went wrong with the vehicle technology that led to an incident, could the manufacturer be sued for liability ?

As for “autonomous motorcycles”, well who knows ????

Watch this space . . . .

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Sidecar Smile 10 It may be that this doesn't conform to being considered a Sidecar Smile, but what the heck.

UK Motorcycle enthusiasts of a certain age will possibly recall the motorcycle magazines that were dominant back in their youthful, early days. “Motor Cycle”, the Blue 'un, and “Motor Cycling”, the Green 'un, were the originals dating back to 1903 for the former, and the latter from 1910. New titles began to appear in the 1960s that affected the dominance of the two old timers. Amongst the newcomers, which actually appeared in 1959, was “Motorcycle Mechanics”.

The monthly “MM” pitched itself as “the illustrated how to do it magazine”, and featured practical advice on repairs to all components of the motorcycles of the day, plus general advice on all aspects of motorcycling. At the time, motorcycling was much more of an all year round activity with many thousands using motorcycles, some with sidecars, as everyday transport. Amongst the many articles such as “20 answers on Insurance”, “50 tips for Winter”, and “Efficient Electrics”, there were road tests and customising tips.

Other than the road tests and very specific articles about repairing certain motorcycles, the general articles proved to be quite repetitive. Purchased continually over a few years eventually identified that two years worth provided all the necessary, certainly as far as preparing for winter, etc.

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However, a must read was “Guinea Gimmicks” which featured contributions from readers on all manner of repairs, both permanent and temporary, and money saving ideas. For the forgetful, foreign, and too young, a guinea was 21 shillings of old money, £1.05 metric, and this was awarded to the best contribution each month.

A well remembered “Guinea Gimmick” for getting you home, if the gear change lever somehow fell off. As Brit bikes were still dominant and, in some cases considered notorious for losing parts whilst being ridden, the thought that a gear lever might shake loose wasn't beyond a long shot possibility. Well certainly at the time, if the “Guinea Gimmick” contribution was to be given any credence.

The get you home solution was to use mole grips, the sprung adjustable wrench. The “missing” lever left a shaft end to which the suitably adjusted wrench could be attached. Even without an angled stub to operate with your boot, it was considered functional.

The substitute gear lever was laughingly dismissed at the time of publication, but imagine the near shock of seeing said remedy on a BSA some months after at the Isle of Man TT. Provided some merriment and even the odd photo.

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It's perhaps worth mentioning that many years later the gear lever linkage on our BMW/EML airhead sidecar outfit failed a dozen miles from home. Completely forgot the mole grip idea (there were some in the sidecar), so opted to ride in third gear, dealing with slow moving and stop situations by slipping the clutch. Ill advised perhaps, but pushing up the hills in our part of the world was hardly an option.

However, one item in “Guinea Gimmicks” was actually adopted on our old BSA twin, and even is something to still raise a smile. Did it work ? Was it influential ? Would it be repeated ? Read on.

The fifth bike in the personal motorcycling saga was a £15 budget buy, 1957 BSA 500cc Shooting Star twin. Minimal funds created an interpretation of a mid 60s rocker motorcycle. Not perfect, broke a few times, but served as transport and “membership” of the local café fraternity.

Budget BSA – How much now ?

Along the way felt the need to improve performance, albeit within financial constraints. On reflection, youthful enthusiasm was probably somewhat unrealistic considering the bike's limitations. However, the desire remained to somehow keep up with the rest. So, when a “Guinea Gimmick” appeared suggesting that a healthier ignition spark was the key to better performance, I took notice.

Enhancing the ignition spark was not new and commercially sold spark boosters for cars had been around for many years. These were usually placed between the ignition coil and distributor. In contrast, the “Guinea Gimmick” idea involved amending the two high tension cables between the BSA magneto and spark plugs.

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Construction of the “Guinea Gimmick” DIY version was fairly simple; Cut the high tension cable in a suitable position, in this case so that the subsequent joins of each cable was just under the fuel tank.

Small woodscrews were then screwed into the two cut ends of the high tension cable.

A short length of flexible plastic pipe, as used for oil and fuel pipes, and at the time quite new in the market place, then served as the “sealed” space for the “booster” spark. The bore of the flexible pipe matching as near as possible to the outer diameter of the high tesnion, spark plug cable.

Trial and error eventually found what seemed an optimum gap between the two woodscrews before final sealing and installation. By using a slightly tight fit between the flexible pipe and high tension lead, a good seal was obtained by heating the flexible pipe in hot water prior to connection.

So, the big question. Did this simple adaption to the ignition circuit work and did it improve anything ? Well, it did work, or to be honest, there was no obvious deterioration in how the BSA ran. Objective analysis hardly entered into any consideration, as nothing specific was assessed, compared, or evaluated. The whole deal was very much seat of the pants. Nevertheless, there was one clear difference, or at least when out and about at night.

Being situated just beneath the fuel tank the “boosters” were reasonably protected from the elements, so no problems there. At no point did the adaption create difficulties, or stop the bike running. However, at night there was something of a small light display, which, though it was hardly apparent when sat on the bike, was more obvious to bystanders, or riding buddies. Reactions varied from smiles to consternation, even concern. The latter ultimately proving the deal breaker.

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Having already become aware that the curiosity and concerns of others was a constant possibility, which became tiresome, as well as a tedious distraction. One late autumn evening, whilst leaving a familiar café haunt, the decision to return to normal was made.

Riding to the café frontage to collect the girlfriend, and just as we set off, a big guy, one of the many who sometimes visited, grabbed at the bike bringing us to a slightly surprising stop. Thankfully, not having gained much momentum, we both stayed aboard. Before I could react in any way, the guy shouted for us to get off the BSA as he shouted there were sparks below the tank. Being unfamiliar with the “famous” device, he wasn't aware that the light show was “normal”.

In seconds we had both gone from being aboard the bike to stood alongside, whilst this caring hulk of a guy held the still running bike with one hand. Although he settled down when all was explained, and shared what became a joke with others now stood around, the nature of this little incident caused a rethink.

The following day the BSA twin was back to relative standard, although I kept the redundant, adapted HT leads for some time before discarding. The whole affair, particularly that “rescue” had more than ourselves smiling for a few months beyond.

Finally, perhaps to illustrate that the idea of boosting ignition, even in these days of much more sophisticated systems, look what's available on Ebay, and presumably other outlets. No, will not be fitting to the Vmax. On the other hand, should I consider the BMW ?

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