Sidecars on line 22

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 22 – April 2016

Doug Bingham - “Mr Sidecar 1939 - 2016

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Contents this Issue Editorial – Changing needs and changing our sidecar stable Scottish Motorcycle Show 2016 – A report on a successful weekend Oscar's Odyssey – 4 Corners Ride – Oscar and Alf hit the road on a ride around Britain Doug Bingham – “Mr Sidecar” - Recollections of a memorable sidecar guy, who happened to be a very good friend Illegal Activity – A Confession – Nearly a dastardly criminal ?

SideLines – Alternative Power – A Real Alternative ? – More thoughts on the development of electric vehicles Intercom – A Happy Medium – Improving and amending the Cardo Scala Rider system Disclaimer The information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose.

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In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication.

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Editorial Despite the familiar ups and downs of the UK climate with extremes that have had an effect upon sidecar matters, the past months have shown just how much life is dominated by time, or apparent lack of it. The “list” of things to do never shortens, plus there are tasks and desires that have remained constant “to dos” for too long. It has become apparent that priorities have to be set and action taken, even if the action means simple abandonment.

Amongst the serious considerations, not counting renewal of the kitchen sink drain, is a need to move on from the Saluki sidecar. There have been several considerations over the past few years, including buying a used sidecar, making a sidecar and chassis, which has been done twice some years ago, and utilising a Squire QM sidecar that was originally purchased as a possibility. However, time moves on and some focus is required.

A very recent, chance meeting with sidecar friends has led to more specific thoughts that have inspired. Consequently, the Saluki will be offered for sale, whilst its “tug” the BMW K will remain to be attached to the QM, which now is planned to be restored and amended to suit our needs. Fingers crossed.

This issue features on the Scottish Motorcycle Show, our annual “working” weekend near Edinburgh assisting with the extensive Classic Hall, and featuring a sidecar display. 2016 was, in our humble, the best yet.

Personal experiences with motorcycle intercoms have been previously featured several times and an update is included as we progress to embrace this technology into our riding experience. Whilst accepting such things are not everyone's cup of tea, and that there have been some problems along the way geeting things right, this technology has made a positive difference.

Forgetfullness, memory loss, confusion, and age are considered to be specific bed fellows. At least that's what we are told, and sometimes as the years have counted off, the proposition seems valid. How easy is it to simply forget, rather than consciously avoid a legal requirement, specifically to do with the obligations concerned with operating a motor vehicle ? Well, forgetting to submit the BMW for its MOT test in the autumn of 2015 meant that it could not be taxed for the road almost six months later. Puzzling, but no consequences, even if the BMW was innocently used illegally. Never mind.

Finally, a feature on good friend, Doug Bingham, who sadly succumbed to cancer in January of this year.

SidecarJohn 5

Scottish Motorcycle Show 2016 We have been involved with the Scottish Motorcycle Show since being invited by our good friend George Beer to assist with the Classic Hall display. We had worked together previously as part of the show team at the Vintage Japanese Motorcycle Club's, now sadly demised, Uttoxeter show.

2016 was our sixth time near Edinburgh and probably turned out as good as any before. Previoius years had seen our BMW Saluki outfit in the sidecar display representing the Federation of Sidecar Clubs. This time around, after encouragement from George, the Yamaha Vmax outfit was ridden up to Scotland. Just in case I made some effort to protect the outfit from the possible ravages of roads affected by winter weather. Thankfully, on this occasion the weather was cooperative to and from north of the border.

From the outset the sidecar display venture has been dependent upon and enthusiastically supported by our Scottish contingent of Rob and Denny Smith, Norrie Milton, and Kenny McClennan. Over the years, the display has been enhanced by the attendance and involement of others, ensuring interest from other show participants and the paying public. We have been ever grateful for the enthusiasm and assistance of the sidecar folk manning the display. Our involvement, being more concerned with the whole Classic Hall, provides few opportunities to be involved specifically, although we always see the sidecar display as our showtime “homebase�.

From a personal perspective, the Classic Hall display at the Royal Highland Showground near Edinburgh, is THE show. With over 450 motorcycles on display from early 20th century rarities, through classic motorcycles of all nationalities and makes, plus diverse examples of more modern road and competition bikes, the Classic Hall has it all. In comparison, the feature show hall is, in our opinion, more a supermarket. New bikes, clothing, accessories, parts, and the inevitable supporting cast of fringe products associated with the contemporary motorcycling culture.

Each of the last 6 years has seen an evolution of how the Classic Show team does its business. Modification, change, and innovation have come from regular appraisal. Whilst much has settled into routine, the desire is to avoid resting on our laurels. The showground location may be the same, most of the participants equally so, but changes have helped, both in what we do and how we do it. The feeling generally is that our efforts encourage a friendly, cooperative approach, which has resulted in many folk being seen as more than participants, more like mates.

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2016 saw a change in the sidecar display from one end of the hall at the main participant booking in entrance to the lower end where the public enter from the other half of the show. Somewhat different, with more space and a total of 9 diverse outifts, the sidecar display could not be missed. Initial misgivings, likely down to inherent dislike of change, were soon extinguished. Other changes to the overall hall layout also proved positive. However, nothing should be seen as perfect, so a little massaging will no doubt be considered for next time around.

Sidecar display before the crowds arrived

Feature Vincent & AA outfits

BMW GS/Tripteq alongside Vmax/ RX4 and Virago/ EZS

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Classic BSA AA outfit

Steve Rhodron's special Yamaha FJR1300/ Merlin equipped with control adaptations and a sidecar for his wheelchair kept in easily, self assembled parts.

Inspiring.

The sidecar contingent had two esteemed exhibits in the shape of a classic BSA roadside assistance AA outfit, and Vic Mather's Vincent/ Steib that for the second time in three years won the Best Sidecar outfit award. The supporting cast, although some would say equal billing is a better way when such diversity is on display; Steve Fentons Gold Wing/ Watsonian, Bob Smith's Gold Wing/ Hedingham, Stephen Rhoden's FJR1300/ Merlin, Adam Fenton's Blackbird/ RX4, Kenny McClennan's BMW GS/ Tripteq Heeler, Denny Smith's Virago/ EZS, and our Vmax/ RX4.

Of course, there was much more to the Classic Hall with club and individual participation from near and far. A truly varied and admirable display, although judging award recipients out of over 450 machines is hardly the easiest thing on the planet. Selections, as ever, met with agreement, and it has to be said, predictable contrary observations, but that's par for the course in the classic motorcycle scene. I strongly suspect with the four wheel classic scene as well.

Still, there's no indications that decisions led to bloodshed. Anyone connected with the classic vehicle scenes of any description will, I'm sure, understand. All that can be said from a personal point of view, “If you're happy, fine, but otherwise it's not my fault�.

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A few images of the Classic Hall displays.

Early Friday arrival in the shape of a freshly restored Swiss Condor military bike.

Calm before the “storm� ?

Fine example of the innovative Harley engined Buell before being joined by many more entries.

Rare 1912 Kynoch, a short lived make, from a large, diverse UK manufacturing company

Immaculate restored Douglas motorcycle from the early years of the famous manufacturer

Cezeta, the distinctive scooter from CZ

Short lived IWL Troll1 scooter from East Germany

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Clews Stroka moto cross classic on the Scottish Classic Racing stand

Seriously modified Triumph Tiger Cub Trials bike, also on the prize winning SCRMCC stand

Award winning1950 CZ on the Jawa CZ Owners stand

Pair of showroom standard Jawa twins, part of the diversity of the Jawa CZ stand

Radically modified Honda CX500 in the individual section. A Japanese machine that has become a popular choice for a new breed of customiser

Equally different customised Honda, this time based upon the often ignored 400N parallel twin model

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Best club stand, the Scottish Classic Racing Motorcycle Club. An excellent display of all sorts of competition machinery is always interesting

Honda MB Enthusiasts professional looking display stand.

All the way from West Yorkshire and a credit to the two guys responsible

Fine example of a young enthusiasts restoration skills, a Honda SS50

Moto Guzzi 500cc single. On tickover, the beats could be counted

Jawa twin and Velorex owned and ridden by the Classic Hall organiser, George Beer

Wooden Harley gained lots of admirers for both the intertpretation and the craftsmanship involved

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It takes all sorts to make up a display of fine machinery. Big, small, and even smaller

Individual entries presented a variety of different motorcycle designs for an enthusiastic audience

MV Agusta 750S, a serious, rare classic, based upon the original four cylinder world champion race bike

Not to be outdone, a Japanese based lookalike of the MV. This one Suzuki powered, but there were other versions at the show

Performing in the Sights and Sounds arena, another MV four lookalike. This time a Kawasaki engined version.

It even sounded like the Italian racing originals

A star of the show, the Bear. Great contribution from one of the clubs attending, and a favourite with the kids, in this case young Alexis

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As previously, the Scottish Motorcycle Show was a mixture of all the things that help make motorcycling worthwhile and enjoyable. Familiarity with the situation, particularly many participants and the showground staff helps a lot to enhance the experience for ourselves, even if the weekend proves a tiring exercise.

Our journey from home in West Yorkshire to Lothian in Scotland is helped by its familiarity, and, being a once a year venture, it isn't boring. The chosen route, even optional diversions, constitute a satisfactory mixture of scenery, good progress, and familiar stops for refuelling both the outfit and ourselves. The regular mid morning break for light bites and drinks at the village store's tea room in Cowan Bridge, just before Kirkby Lonsdale and the road north, on the ride to Scotland, always works well for us.

By the time it gets around to returning home on the Monday, we once again can report enjoying the company and hospitality of George and his family. A full fuel tank before we left satisfied the Vmax until we stopped at our other familiar watering hole in Penrith at the Rooster restaurant. Fuel for the bike and ourselves at this break, meant us taking only one more roadside coffee break near Skipton before riding the last leg home.

This year, and for the first time, the weather on the rides to and from Scotland, plus the rides from George's home to the show location on the Friday morning, and the return on Sunday evening, were all dry. The only exception to this being slightly damp roads over the first 10 miles from home on the outward Thursday morning ride. Not bad at all for early March.

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4 Corners Ride Do you remember the tales of my Norway ride (Sidecars on Line 9 & 10) ? Well, the success of that trip, putting on one side my broken foot, got me thinking. I could do this again. This time visiting the 4 corners of the British mainland. This meant riding to Dunnet Head, Ardnamurchan Point, Lowestoft Ness, and Lizard Point.

As before, I intended that a charity would benefit my ride. This time the “Bluebell Wood” Children’s Hospice, was my choice. The “Bluebell Wood” hospice is located on the outskirts of Dinnington, which, in turn is near to Sheffield.

Part of my plans to attract sponsorship for the trip, was a £25 “Meadowhall” gift voucher, Meadowhall being the major shopping outlet in Sheffield. I once again touted all of my work colleagues, went begging to many local bike meeting places, not to mention pestering relatives.

For the smallest donation of £1.00, more if they felt the need, punters had to figure out to the nearest mile, how many miles I would travel doing this ride. Part of my remit was that none of my mileage would include any motorway travelling. Also, as I was paying for all of this myself. I could go off the route to visit any place that took my fancy.

Dunnet Head – Our first goal of the Four Corners ride

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So, towards the end of July 2003 I, along with my good friend Alf, set off.

Doncaster was the first point on the map, then onto the A19. We stayed on the A19 all the way up past Tyneside where we joined the A189, which took us up to New Biggin by the Sea. As we neared Alnwick the B1339 was our chosen route. This road while not as quick, kept us as close to the sea as possible. Eventually, Seahouses was reached by way of the B1340. Glorious views of the sea accompanied us on this short stretch of road before we stopped for the night at a campsite by Budle Bay. That evening we stretched our legs by walking into Bamburgh and visiting the pub opposite the castle. That pint was well earned.

Next morning we were up real early. The tent was struck very quickly as the inner hadn’t been fitted. The weather was so warm it was deemed that it wasn’t needed. Breakfast was skipped, so as to not miss any of the great riding in the sunshine. From our campsite it was barely a mile to the A1. Lindisfarne, also known as Holy Island, was soon behind us, as was Berwick on Tweed.

We made good time as far as Dunbar, where we stopped for a bite to eat. Alas, no place was open because we were too early, and none of the shops had opened up. However, a café opened it’s doors for us. One of the waitresses there must have noticed how hungry we looked. A couple of large helpings of bacon & eggs was quickly devoured. I must say, it was a shame not to stay a while in Dunbar, it looks a place worth exploring, as did Lindisfarne and Berwick. All places that I have never set foot in. One day ?

So, onwards and upwards. Edinburgh caused a few problems, mainly by ignoring signs directing us towards motorways. In fact as soon as we had crossed the Forth Road Bridge, the first side road had to be taken so as to avoid joining the M90. This side road just happened to take us into a visitor centre car park.

Here was a building which had inside all the history of the building of the Forth Bridge, so we decided to do the touristy piece. A good idea, as it had started to tip it down with heavy rain. A good hour was spent inside the exhibition hall. I learned that one of the architects of the Forth Bridge was a certain Sir John Fowler. Sir John was born in the Wadsley area of Sheffield, my home city. I just thought you might want to know that.

The rain having eased, we set out onto wet roads, heading north on the A823. This took us past the race circuit of Knockhill. This was a good road for the next 20 miles, until the A9 was reached. Then on by Perth and on to Pitlochry. We rode straight through Pitlochry, which maybe was a mistake, as the town has plenty to offer. Some good eating places, and not to forget “The Queens View”. This viewpoint overlooks Loch Tummel, and was a favourite view for Queen Victoria. I only found out all of this info on a subsequent visit to the town.

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Onwards on the A9, refuelling at Newtonmore, then back on track following the River Spey and railway line. Eventually we reached Inverness. No stop here either as our planned stop was to be at the head of the Dornoch Firth.

Carbisdale Castle was our berth for the night. The castle was at that time in the care of the “Scottish Youth Hostel Association” (YHA). The castle is down a narrow back lane leading from the small village of Ardgay. Very impressive it looks too in the late evening sun.

Carbisdale Castle was built in 1907 for the Duchess of Argyle, so it is not a castle in the real sense, just a posh house. Never the less, inside there were some very fine sculptures on show. In 2011 the castle closed down as a Youth Hostel because vast amounts were needed for refurbishment. Sad really, as it was nice to say that you had stayed in a castle.

Overlooking Bonar Bridge

Next day, we tracked back to the A9 via Bonar Bridge. From Brora, the A9 is an incredible road. If you have a big fast motorcycle, let’s say, “some very impressive averages can be achieved” We reached Dunbeath, where we stopped, hoping for a bite to eat. No such luck. A very pleasing place it may be, but nowhere was open for food, so back on the road.

Would you believe it, not 2 miles up the road, we came across the “Laidhay Croft Tea Room”. This place was already half full of motorcyclists. No doubt a very popular place for “Bikers”. A grand meal was had for a decent price. Well satisfied.

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Laidhay Croft Tea Room – popular with motorcyclists

Underway again, it was now only a short hop until we left the A9 and took the A99. We were now on the last leg up to John-o-Groats. No stopping at Wick and straight on up to Canisbay where we booked in at the YHA place there.

Canisbay Youth Hostel

Next morning, a very short ride down to the ferry at John O'Groats. Our bikes were parked up just beside the ferry terminal, then we boarded the ferry for the half hour trip across the Pentland Firth.

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This was our day off, so we were a pair of sightseers joining all the others on the ferry, then on a coach to see the sights of the Orkney Isles. We crossed the “Churchill Barriers”. These “Barriers” were wartime defences against German submarines entering the British naval anchorages in “Scapa Flow”. The “Barriers” consisted of ships that were sunk across inlets from the open sea. After the war, roads were built across the “Barriers” linking the islands.

The first visited was the “Italian Chapel”, built by Italian prisoners of war, mainly of old tin cans, is worth seeing. I am not religious, but I do admire people's faith that inspires them to build these temples to their gods. A must see item on a trip to the Orkneys.

The Italian Chapel - exterior

. . . . and interior

After a couple of hours in Kirkwall the capital town on the Mainland, we visited Skail House and then Skara Brae, a Neolithic settlement that was uncovered by a storm in 1850. Skara Brae has been designated a World Heritage Site. Once again, a must see place. In fact, the Orkneys in it’s entirety is a fantastic place to visit.

St Magnus Cathedral, Kirkwall

Scara Brae neolithic settlement

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So, back to John-o-Groats, and our second night at the YHA. Next morning, before we left Canisbay, a visit to the church there was on our agenda. This little church is where the “Queen Mother” came to the service on Sunday mornings when in residence at her home at the “Castle of May” just a short way down the road. The church was open, and in the entrance are lots of photographs of the Queen on many of her visits. Inside is her chair, suitably roped off, so no plundering Sassenachs can besmirch it by sitting in it. Did we ? Would we ? Of course not !!

Required “pose” at John O'Groats

So, onwards, past the Castle of May and Gills Bay, where the car ferry port to Orkney is situated. At a signpost for Ham & Brough, we turned off onto a narrow winding road that took us over moorland to reach the first point of our “4 Corners” ride, Dunnet Head.

Wow, five days to get here. How long was the rest of the trip going to take ?

We sat here for about an hour soaking up the sun.

Next, the second of the Four Corners, Ardnamurchan Point.

More on this leg next time. Enjoy the photos.

Oscar

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Doug Bingham - “Mr Sidecar” 1939 - 2016 Known in the USA as, “Mr Sidecar”, Doug Bingham was an iconic figure of the sidecar scene in North America. With his passing on 27 th January 2016, there is a hole left in the Stateside sidecar community. Doug's legacy is that he did his best to stimulate and encourage sidecarring as a viableand alternative, albeit small branch of motorcycling. Reference to obituaries, online commentary, and other information on Doug, say much about the man, who succumbed to cancer at the age of 76. The stature of Doug Bingham is reflected in the widespread and positive interest in his life and achievements.

Doug Bingham was entered into the Hall of Fame of the AMA (American Motorcycle Association) in 2003. He was acknowledged by the AMA as an ambassador for motorcycling, the winner of the inaugural AMA Sidecar Road Racing Championship, as well as a developer and producer of sidecars, notably his own Bingham models. Over a number of years Doug also sold and fitted Watsonian, plus Velorex sidecars, the latter being his own acknowledged best seller. However, as the above image shows, he made some notable one offs.

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The original, and current citation in the AMA Hall of Fame, under the suitable heading, “Where Heroes Live On”, is as follows:

“Doug Bingham is known as “Mr. Sidecar,” and for good reason. Since the 1960s he has raced, designed, manufactured and distributed motorcycle sidecars. He has also developed new uses for sidecars, organized events that are enjoyed by enthusiasts as well as the general public, and served as an ambassador for both the business and pleasure sides of motorcycling.

Originally from Buffalo, New York, Bingham grew up in Southern California during World War II, where his father worked as an engineer with the Curtis-Wright Aircraft Corporation. His father rode a motorcycle, and Bingham sometimes rode along. A cousin gave Bingham his first motorcycle, a non-running 1941 Indian Chief. Bingham got the Chief up and running with help from his grandfather.

Bingham began racing in the early 1960s. His first exploits were as the copilot aboard an off-road sidecar piloted by Terry Hansford. He later graduated to pilot and competed in and won such events as the Jackpine and Greenhorn Enduros. The American Motorcyclist Association began sanctioning the AMA Sidecar Road Racing Championships in 1968 and Bingham won the inaugural championship with co-pilot Ed Wade aboard a Harley-Davidson powered, Bingham-designed racer. Bingham and Wade captured the title again in 1969.

In 1969 Bingham incorporated his sidecar business, Side Strider Inc., in Van Nuys, Calif. He then began production of the Bingham Mark I, which was the first new sidecar design in decades. The Bingham Mark I was lauded in the Dec. 1969 issue of Popular Science as being innovative, handsomely designed and reasonably priced. Bingham continued to develop and market a line of sidecars, Including: the Bingham Mark II; two-seater “taxi” models; a military model equipped with a machine-gun; and special transport units. Bingham and Side Strider also became the U.S. distributor and part owner of the venerable British sidecar company, Watsonian, which later merged with the Squire sidecar company.

In 1984 ABC television contacted Bingham about constructing a mobile camera platform to be used for Olympic event coverage. Bingham modified an electric motorcycle and attached a sidecar camera platform. The successful use of the mobile camera sidecar opened new possibilities for Bingham, and for Hollywood. Television producers and the sports and film industries called on Bingham more and more to develop and pilot camera sidecars, including one used during the motorcycle chase scene in the Steven Spielberg film Indiana Jones and The Last Crusade. Bingham has been recognized with multiple Emmy Awards for Outstanding Videography and Live Event Coverage.

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Bingham is also the founder of the Griffith Park Sidecar Rally in Los Angeles. The event celebrated its 37th anniversary in 2008, drawing over 400 participants and thousands of spectators. The Griffith Park Sidecar Rally has been named among America’s top 25 motorcycle rallies by Rider Magazine.

Bingham received the 1998 AMA MVP Award for advancing the cause of motorcycling. He served as Chairman of the Sidecar Industry Council, which includes all U.S. sidecar manufacturers as well as Harley-Davidson.

He was a founding member and President of the U.S. Sidecar Association, and is also a member of the Trailblazers M.C. Hall of Fame.

Summing up his life’s work, Bingham said: “To me, the beautiful thing about motorcycling is that I’ve met a lot of people I never would have met, and done a lot of things I never would have done.”

Acknowledgement to the original text on the AMA website; http://www.motorcyclemuseum.org/halloffame/detail.aspx?RacerID=406

I first met Doug at a sidecar rally in England in the early 1980s. He and his friend Dan Doyle were visiting the old country and touring around on a couple of sidecar outfits. Whilst our first meeting wasn't lengthy, we seemed to hit it off from the word go. I was impressed because after all the man was from California.

Maybe I was star struck, a thought that that would raise a smile for us both some years later.

Next time around was when Doug had gained a business interest in Watsonian sidecars. Part of his enthusiastic development was to promote Watsonians 75th anniversary rally at the National Motorcycle Museum as a joint venture with the Federation of Sidecar Clubs, so it also served as the Fed's annual rally. We had significant contact prior to the event and at the rally itself.

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Perhaps in reality the event could have been a more cohesive venture between everyone involved, but Doug couldn't be criticised for his contribution. A fitting location, a significant presence including a number from the United States and Japan. Breaking from UK sidecar rally norms, Doug organised a banquet, sidecar related seminars, and significant prizes.

The top prize of a Watsonian sidecar was up for grabs in a lottery. I recall a rather shocked John Taylor winning the big prize.

The following year I was handed a tee shirt by sidecar friends, Pam and Trevor Quick, who had returned from a trip to the USA. It was a Griffith Park Rally tee shirt for 1986 from Doug and much appreciated. This was the period when Doug frequently suggested that we should take a trip to check out our “colony” on the US west coast, a suggestion that was destined to become a regular invitation.

Still a treasured T shirt

The last time I saw Doug in the UK was at an English Jumbo Run in Birmingham when sidecar guys annually take disabled and disadvantaged youngsters for a ride including a visit to a place of interest. The overwhelmimg memory was Doug's illustrated account of his Stateside accident whilst riding his sidecar outfit. The images of his head injuries taken in the hospital emergency room were seriously unsettling, but he had survived and didn't look too bad considering the state he had been in. We inevitably joked about him still being ugly despite the best work of the surgeons.

However, as would become apparent in later years, issues with Doug's memory could likely be laid at the door of that serious mishap. The guy was changed, but thankfully not his approach to life and friendly disposition.

Over the years I became one of the recipients of what has recently been identified as Doug's “charity parcels”. It wasn't just me on his mailing list, but it was still viewed as personal. Faded copies of his exploits and publicity material, all suitably highlighted, plus his pride and joy, Griffith Park rally stickers, made up the air mailed envelope. Doug preiodically letting us all know that whatever was going on in his life he was still around and buzzing.

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In 1998, after years of harassment from our good friend, and with our kids no longer in our travel plans, we set off to spend 4 weeks on the west side of the USA. Unfamiliar with long haul flights, in itself a challenge, the trip proved to be worth it many times over. Doug collected our weary selves at the Van Nuys bus transit stop and after a quick visit to his workshop, on to his home in Reseda in the northern part of the greater Los Angeles area.

Our “room� was in a small, cramped, and hot backyard trailer, which we still appreciated despite high temperatures. Doug had supplied us with a fan, a portable black and white TV, and dog food for the rottweiler, Lady, our fenced off cohabitant of the back yard.

Besides our solo tourist hit jobs around LA, Universal Studios, Hollywood, and Petersons Auto Museum, Doug introduced us to friends, plus memorable locations. Most being situations that would have never been on the itinerary of your normal tourist. A cruise night at Glendale, predominantly for custom cars, was a great first hand insight into the Southern California auto culture.

Amongst the highlights were trips to the biker hang out at the Rock Store on Mulholland Drive. The Sunday morning breakfast meeting was a fantastic mixture of motorcycle machinery. Classic European and British, plus outstanding specials. We could have remained all day, but when there were signs of the large presence reducing, Doug suggested we should also leave.

When asked why, when it wasn't even noon, our man said this was normal before the Harley posers turned up. So, we left too.

What was destined to become a regular destination on subsequent LA visits was Bob's Big Boy Cruise Night in Burbank. We were destined to make the regular Friday night petrol head meet a must do.

Ever smiling Doug at Bob's Big Boy

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Yet another serious discussion at Bob's Big Boy, and why not ?

Ultimately, our inaugural USA trip comprised a few days staying at Doug and Liz's place, two weeks on the road, including a couple of nights at Doug's friends, Pete and Carmelita Bollier's, near San Francisco. After doing the rounds of well known and less famous stops in California, Nevada, and Arizona we returned to Doug's for a few more days prior to heading home. At the time this was considered a one off, a holiday of a lifetime, but was destined to become no more than a starter trip. Doug had said we would return, and he proved to be correct.

Trips in subsequent years saw us return to Reseda, and in 2006, we attended the Griffith Park Rally. A pleasure and a lasting memory.

Great day, great people, ideal weather, and new friends.

Something to remember and in hindsight, a tribute to Doug.

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Doug was in a comfort zone wherever and whenever motor vehicles were involved. He introduced us to friends and acquaintances that provided some insight into US people and their particular brand of automotive culture. It would take many pages to recount all, but the outstanding introductions included meeting Bud Ekins, renowned buddy of Steve McQueen, another cornerstone of US motor cycling.

Doug had met James (Bud) Ekins in reform school. Doug was always very open about the reason for his own detention. He had taken the life of a guy in a drunken fight, which made him recognise he had an alcohol problem. To his credit he signed up for Alcoholics Anonymous and said he had stayed “dry” from that time on. In the dark world of alcoholism, Doug helped other sufferers to deal with their problem. A positive, caring mentality outside and beyond his dedication to sidecars and motorcycling.

Another notable was to meet Doug's contemporary from his sidecar racing days, Mike Parti, sadly also no longer with us. Mike was famed for his restoration work on motorcycles and automobiles. We met at Mike's place and were fascinated with his back yard collection of motorcycles and associated memorabilia. The place was filled with every bike Mike had ever owned, including some rare gems. The stand out one was a Royal Ruby, of which Mike claimed there were only two in the world, the other being in England's National Motorcycle Museum. Even now I wonder if the dreadful fire at the museum in 2003 destroyed Mike's Royal Ruby's twin and so made his absolutely unique ?

Describing Bud Ekins and Mike Parti as “outstanding” is not intended to be disrespectful to all the other folk Doug introduced us to over the years, it's just that these were stand out at the time because of their particular motorcycle connections.

In Doug's later years, he was affected by a decline in his business, but seemed determined to remain upbeat. Whilst being a little unaware of how things were actually affecting him at home, there were signs when we last met in 2009 that life was not too stable despite his outward persona.

Feelings of concern were not fully dismissed by his phone calls a few times a year. We'd chat about this and that, usually with his oft repeated byline that California is “full of fruits and nuts”, then go onto matters sidecar.

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Doug was at times obsessed with how he had been dealt a bad deal with his stake in Watsonian sidecars. He had invested in Watsonian when he had funds from the 1980s television deals, notably three Olympics, plus television and film work.

However, Doug's claim was that he had not been consulted when the company was first absorbed by Squire Sidecars, or in the later buy out that established the present ownership. Doug was a bitter man when it came to this aspect of his business life. Unfortunately, the significant decline in his fortunes prevented him securing the necessary legal support to pursue any claim he might have had.

It was a sad tale indeed, but never changed the manner in which he communicated with myself, or Pat. Pleasant, humorous, and cherished phone calls, just like the times spent late in the evening on the porch of his Reseda home. Our discussions were typical, be they putting the world to rights, Doug's latest ideas and projects, plus how were things back in the “old country�.

Even up to the last time there was always something special about those calls. My goodness, we were in touch with a star from Los Angeles, California, USA. Thanks Doug, bless you mate, see you sometime.

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Illegal Activity – A Confession The bureacracy of motorcycle ownership in the UK such as road tax, MOTs (the UK annual vehicle roadworthiness test), and insurance, presents the capacity to lose control and forget something. It's fairly well known that those agencies involved can make errors such as cancelling someone's licence to drive, or being less than cooperative when it comes to legitimate insurance payouts, but what about the individual ? A recent personal situation highlighted the potential problem.

First of all, identifying the overall situation with our humble vehicle stable. Basic transport, i.e. our car, is 9 years old. Nearly all the paperwork concerned with it coincide as it was bought new, so around March of each year it is road taxed, and since it became three years old, MOTd, the annual roadworthiness examination.

Around the time of the car celebrating its “birthday”, it also receives a service.

In times past, notably because our cars were preowned, most servicing were personal tasks. Indeed, replacing broken, or worn parts wasn't beyond my capabilities. Raised in a petrol head family, plus the extensive dismantling and rebuilding of various Brit motorcycles were reasonable apprenticeships.

However, auto technology has gradually made it less easy for home mechanics to consider servicing, although the age factor and an emerging inability to crawl under and over a vehicle cannot be ignored. Best let somebody else take the strain.

Car insurance is renewed in September, as the obligatory insurance was originally transferred from the previous car. A “project” sidecar outfit is SORNed (Statutory Off Road Notification) every April 1st. Keep reminding myself that something must be done with it soon ! Then there's the two “active” outfits.

The BMW is normally taxed from March, but has recently been put on a SORN, and not just because things require attention, including a possible sidecar change. More on this shortly. Insurance and road are due in April and it's MOT normally comes around in October. The Vmax outfit is taxed from May, when it also has its MOT, whilst insurance is due in April.

Our radically amended BMW K1 outfit

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When everything was paper based it was easy to check things out, but the advent of online, digital records has somewhat complicated the issue, as I recently discovered, although again perhaps slightly advancing years haven't helped. Renewing the driving licence as I hit 70 provides a possible clue, or are the memory “complications” down to other life issues ?

So, March 2016 approached and two road tax reminders predictably fell on the door mat. Usual observation of the car costing £30 for the year, and over £80 for the BMW sidecar outfit. Variation in costs are down to variable taxation levels based upon, the government claims, environmental impact. Ah well, it's only money, and taxation is a fact of life. So, online to renew, firstly for the car. Simple, except for the bank account's very slight decline. Then, the Beemer outfit. But no, couldn't proceed to the money handover as the licensing agency records identified no current MOT. How could this be ? So, check the paperwork to hand and bank statements.

It transpired the MOT expired in October 2015 ! Disconcerting meaning analysis of why this might have been. Well, family problems still dominate, but also may have become absorbed by the Vmax outfit just after our annual European trip, who knows.

There is no system of reminders with MOTs, as with road tax and driving licences, and this may not have helped. A thought does spring to mind in that the agency concerned with all the legal documentation now keeps records online.

The traditional tax disc for displaying on the vehicle is no longer issued, or required for display on the vehicle. It is possible to see there being problems with this particular leap into the digital world, but it would be foolish to expect the bureaucrats to ever admit the potential folly. Unless, of course, someone decides to reinvent the wheel.

MOT certificate - part of a bike's “life story”

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Whatever, there's another side to all this because the BMW had been used quite recently on a sidecar club weekend. Thankfully, nothing occurred to cause interaction with the authorities via cameras, or in “what's all this then” encounters. I'm a good boy I am, and besides “the low winter sun was in my eyes officer and I couldn't see the speedo...... “.

The fact remains, that without a full set of documentation chances are that everything else such as insurance would possibly have been declared invalid due to there being no active MOT accreditation. Although not actually submitting the BMW outfit for its annual MOT as I should have done around September 2015, leading to not being able to renew road tax in March 2016, might not be seen as a major crime, it could have become a costly error.

It hardly matters that that there are plenty of vehicles out on the roads without insurance, MOTs, road tax, plus maybe driven by an unlicenced driver/ rider, my mistakes, or forgetfullness would probably not be seen as reasonable excuses.

Decades of the tax disc informed everyone that a vehicle was at least in part being legally operated on UK roads. Whilst cameras and digital technology might be the new way with bureaucratically controlled checking, but ordinary citizens are unable to know whether a vehicle is legitamately owned and operated. In the times we live in that could be problematical to say the least. Recent personal experience indicates that all the cameras don't exactly keep an eye on things.

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SideLines Alternative Power – A Real Alternative ?

There's litle doubt that the promotion of powering vehicles by electricity rather than fossil fuels has become more intense since the turn of the century. All manner of encouraging “advantages” have, and continue to be promoted, including the apparent big seller, pollution.

However, it could be said that the latter has hardly been an issue for most people.

So, the electrical evangelists have concentrated on traditional vehicle selling point such as speed, acceleration, and perhaps the most significant selling point of contemporary vehicles, style and looks. In a consumerist world, fashionable electrical vehicles are awash with “technology”, and so address the addictive desires of Iphone type geeks. Exclusivity appears to feature high on the desirability league table.

Unfortunately, there remain issues that deter despite the hard sell. Firstly, price, at least for the run of the mill offerings. Without the existence of politically motivated government subsidies it would be difficult to see some models being economically viable. Indeed, models of note, notably Toyota's hybrid Prius and the Nissan Leaf, might be very rare without the tax payer funded discounts. On the other hand the premium priced Tesla models appeal to a very different owner profile. Tesla's like Ferrari and other four wheeled exotica can hardly be called “people's cars”.

The issue of range and elimination of any anxiety about battery charging is offset by the hybrid approach with either the addition of a conventional internal combustion power train, or supportive charging generator. This environmental compromise has proved partially successful, although claims of very attractive overall fuel consumption have not been so spectucular in independent tests. As recent evidence highlights with several automobile manufacturers, the big players cannot be trusted when it comes to consumption and pollution figures. “Vorsprung Dodgy Technique !”

Although electric power has good pollution credibility in busy urban areas, a clear merit, the fact remains that charging from an electrical plug does require that electricity is being generated somewhere, usually involving fossil, or nuclear based fuels. This situation is destined to remain for the forseeable future.

On the two wheel vehicle front the situation is not as pronounced. The most obvious being some toe in the water exercises by major manufacturers. As with car producers, probably only public relations exercises to illustrate some future “promise”.

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SideLines A specific, well publicised venture has been Zero motorcycles. This California company has been around for some time and has developed its models significantly.

Having withdrawn from the UK market in 2013, a new agent is now able to supply the all electric models. At £15,000 plus, the exclusivity could be attractive, as could the claimed performance characteristics. However, there remain misgivings.

Following Zero's progress over the years indicates an improving product, but there are overriding thoughts. Reports involve motorcycle journalists, who experience what amount to relatively short test rides. Their writings are often padded out with company press releases, or an information pack. In some cases previous versions of the Zero have been ridden, so they dwell on claimed improvements.

Observations in respect of comparable internal combustion models don't feature, potentially raising suspicions for readers. Whilst there's some value, these reports tend to be nothing more than first impressions in controlled situations. Comparable with a Sunday ride to the local biker hang out, of course, not a more ambitious weekend away, or holiday trip ? Not exactly, no, nothing like.

So, where does that put the Zero, other than being a reasonable product in itself ?

Do the guys for whom motorcycling is about relatively short dashes along Mulholland Drive near Los Angeles, or a quick trip to the Ace Cafe in London, really want to do it silently on a well designed, ordinary looking electric motorcycle ? Perhaps not.

Zero continues to develop its products for which it should be applauded, but there are elements of motorcycling that cannot be ignored. Motorcycling is very much a broad church of styles, fashions, preferences, and function. It also varies on the world stage. The majority of motorcycles produced are solidly aimed at transport needs in developing and third world countries. Developed countries highlight the more fashionable aspects with much lower emphasis on basic daily transport. Sports bikes, adventure style, custom motorcycles, both off the shelf and personally “tailored”, plus a vibrant classic scene. On top of all this are the various layers of competitive motorsports. The fundamentals are quite conservatively fixed. As for the sidecar scene, well, motorcycling is, as stated previously, a broad church !

From a UK based perspective, can a Zero allow me to duplicate travelling two up for 40 miles on an evening to a motorcycle club night meeting, returning home in the dark ? Lights and indicators essential on a mixture of illuminated and unlit roads and quite a few hills to negotiate. Two hours at the venue for a quicky recharge a possibility, but not guaranteed. Besides, I could save a very large slice of £15K by simply buying a decent used motorcycle . . . . . . .

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If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 35

Intercom – A Happy Medium It is some time since last mentioning the development of our intercom experience. The first trial with a Nady proved totally wasteful of time and effort by not performing well, then giving up the ghost in short order. Early experimentation with a car sat nav, plus a Starcom wired intercom system proved problematical with volume level and interference that required an electrical suppressor. Didn't even progress to try the primary requirements of helmet to helmet, or sidecar intercom.

Bluetooth was seen as the way forward. Although early efforts proved had proved disappointing. Bottom line down to different bluetooth being used for car sat navs and motorcycle ones. So, a motorcycle specific one had to be purchased. Further research saw the acquisition of a Cardo Scala Rider Q1 Teamset (2 intercom units for 2 helmets) and a Garmin Zum 350LM sat nav.

Cardo Scala Rider Q1

Garmin Zumo 350 LM

Early issues with the standard Scala earpieces justified a ploy adopted by others, specifically to cannbalise a pair of Skullcandy headphones and obtain larger Scala 40mm speakers. The Skullcandy parts fitted into my helmet, the Scala 40mm pair into SidecarPat's helmet.

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The first serious test came on our 2014 trip to Luxembourg and Belgium. It became apparent that the volume levels were insufficient as speeds and surrounding noises increased. On arrival at the Eurotunnel terminal in Kent an attempt was made to increase the volume levels as per the Cardo Scala Rider manual.

Interestingly, we came across a group of solo riders, who had the more sophisticated Cardo Bike to Bike kits, and were having similar issues with the low volume. Some cross referencing with the relevant manual information on volume adjustment ensued, and no doubt like ourselves they left in hope rather than certainty that our mutual efforts would prove successful.

Throughout that trip it was just acceptable to use the intercom for conversation between the two of us, plus the Garmin, as long as speed was below 50 mph. Even then, it was less than clear. On arriving home the Cardo Scala units were connected to the computer and linked with the Cardo community website, so that more effective adjustments to various settings could be made.

Whilst there's much to be said by the online support and finer adjustment possibilities, it seemed at the time unfortunate that the units could no be simply adjusted. However, now this is known to be the case it does mean that any updates to the intercom software are possible rather than having to perhaps keep chasing some newe model dragon, a lĂ Apple Iphone.

At this particular stage consideration was given to removing the adapted Skullrider earpiece speakers, Despite severe trimming to basics, it was difficult to maintain stable positioning, which in turn affected comfort. In addition, upgraded 40mm Scala speakers had proved themselves in the SidecarPat's helmet.

As an arrangement had to be devised for bike to sidecar communication, an order for another pair of 40mm Scala speakers, plus a full headset of helmet speakers and microphone was placed. It eventually took a little trial and error to correctly site and fix the Scala speakers instead of the bulkier Skullcandy parts. Before the sidecar headset could be devised it was off again to Belgium and Germany where the Scala intercom performed as required. From this point on it was a case of fine tuning. As the better half would be predominantly riding pillion, it diddn't matter.

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The only notable issue was not really down to the intercom itself. It was apparent when travelling at elevated speeds on major roads that wind noise around the helmet was having a negative effect. Lowering the head, so that the handlebar fairing provided a little more protection, clearly made a difference. Adjustments were justified and eventually raising the fairing around 2 inch (50 mm) made a noticeable difference.

The final, well almost final, piece in the intercom jigsaw was to devise a suitable arrangement for the sidecar passenger. Advice from a friend led to devising a set up using the already purchased speakers and microphone headset.

Budget, but effective ear defenders have been suitably modified. Scala 40mm speakers now reside in the ear pieces, and an adaptoris attached for the Scala intercom unit mounting, the electronics “magic box� normally attached to SidecarPat's helmet.

An initial problem with the normally velcro attached microphone was soon cured (aren't tie wraps wonderful !) after a trial run to Scotland.

Satisfied with the outcome and performance of the whole package, even if it has taken some time to finalise. The usual personal story certainly prevails. It should have been sorted a long time ago, so as to enhance our joint bike and sidecar experience.

Finally, a confession. In the research and development stage of devising a sidecar headphone arrangement, I opted to adapt conventional stereo headphones. Not a stupid price, but on reflection still proving a waste of time and money. The partial outcome was unsightly, ungainly, and didn't work because of failed attempts to reconnect very, very fine wiring.

Anyone interested in considering a supplier for Cardo Scala Rider intercoms and spares, we can recommend; http://www.pama.com/wholesale/Scala/Scala%20Rider 38