Sidecars on line 27

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 27 – February 2017

Bob “Rebo” Jackson Sidecar Enthusiast, Friend, and all round Good Guy Unforgettable

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Contents this Issue Editorial – Personal projects and much to reflect on 31 Years of the Belgian Jumbo, so far – A magnetic, long time aspect of the personal sidecar calendar Impressions of Motorcycle Live 2016 – The annual Birmingham based motorcycle show with an 8 year old petrol head Oscar's Odyssey – Brough at the Fed rally – Another Alf adventure Our Motorcycles – Part 1 – It all started with a BSA, debt and dreams Sidelines – The Classic Attraction – Is the classic motorcycle scene the real face of UK motorcycling ?

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Editorial The post Christmas period has seen concentration on two connected, but slightly distinct projects. Connected in that the projects are all about creating a “new” outfit, yet distinct because the sidecar is in our adjacent garage, whilst the motorcycle is some 9 miles away in another garage being prepared for its new role as a “tug”.

The sidecar has been around for a time since being purchased when part of an outfit.

The small, inappropriate Kawasaki 550 four, was never destined to be retained, whilst the Squire QM sidecar was considered to have potential. Over about a decade, potential has ranged from a prospect fit to widen, plus other amendments. For long enough the thought was to abandon the surround chassis for a flat one to deal with the widely criticised inadequacies of a built in mudguard. For long enough the jury was out and so no progress was made.

Then along came inspiration in the shape of a nicely restored QM owned by a friendly, enthusiast, whose willingness to advise stimulated the whole project. You know who you are Alan Paul, so it's all your fault, and not forgetting co-conspirator, Mick Kennell with his own QM propaganda !

Steady progress has been made with the sidecar thanks to the advice provided, the services of local engineers, and hours wearing plenty of layers to keep the winter cold at bay. Parallel to this has been time spent with a Honda 1500 Goldwing, specifically purchased for the project, not only for its known prowess hauling sidecars, but particularly the featured reverse gear. Four decades of Sidecar Pat being reverse have been fine, but it's hardly appropriate to treat the lady in such a way anymore.

The sidecar work has been steady with minimal hold ups and difficulties. Changes are being incorporated to hopefully address some inadequacies of design and age. Outside help has featured in help convert the drum brake to disc, plus fitting a different wheel and tyre. Chassis renovation is a personal task, whilst the body is a mix of external and personal endeavour.

The Wing has been a slightly different aspect of the project. Whereas the sidecar has been a case of restoration, plus a desire to improve perceived faults, the Honda was initially seen as all about amendment to fit the sidecar.

However, from the outset there were concerns about an aftermarket alarm. Serious doubts about reliability, stemming from reports of failures halting significant trips, determined the Datatool had to go before embarking on the planned stuff. Suffice to say, a conundrum when 17 black wires are spliced into the already complex Honda electrical circuit. No available wiring diagrams for a serious security device, but internet forums helped with guidance and advice.

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Nevertheless, a lengthy headache of a job due to the acres of plastic having to be removed to reveal the actual alarm unit, plus reveal the myriad of connections. Some forum advice suggested merely addressing the immobilisation links and leave the rest in situ, but, rightly or wrongly, complete removal was the choice.

Another issue has been a leaking oil seal on the relatively complex gear shift lever assembly. Again, not the easiest of tasks, but best addressed before the sidecar is fitted. As this is written, the slow progress could see a conclusion.

The consequence of everything that happens around Christmas, weather, sidecar club activity, and the new project have influenced this edition. Still, must cut out the excuses and get on with it. This time around it's Oscar with his account of troubles with a Brough (goodness, it is a late 1930s bike); a report on visiting the UK's largest motorcycle show; a potted history of the Belgian Jumbo Run for special needs folk; the first part of “Our Motorcycles”; and considerations of what makes older motorcycles increasingly attractive.

Sad to report that the UK sidecar community has lost one of its stalwarts, Bob “Rebo” Jackson. A lengthy, arduous fight with cancer eventually took its toll. Without a doubt Rebo was a significant figure in the Federation of Sidecar Clubs, primarily as the long time guiding light of the Associate (Individual membership) Section, and as a constantly active rider.

Rebo was tireless in his efforts to actively promote sidecar ownership, riding, and participation in the trademark family friendly events. In every sense Rebo was about supporting a social environment fit for children and adults of all ages. Whilst others have done sterling work over the years to encourage and maintain the beneficial aspects of the Sidecar Fed, it might be said that we have lost a guy, who was both the heart and soul of the sidecar community. Rebo will be missed, not only by Wendy and his immediate family, but also by the wider sidecar “family”.

SidecarJohn

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31 Years of the Belgian Jumbo, so Far . . .

Regular trips to favoured events and locations are probably part of everyone's life, whether or not they have a connection with motorcycles, or for that matter that strange offshoot called sidecars. Just as with other “normal” members of society, e.g. package holiday types with a “nice little car”, a few trips can become regular “pilgrimages”, bordering om what could be viewed as obsessions. Well, we are no different with some trips, rides, and outings becoming habitual. However, there have been changes along the way.

Chance can have a lot to do with a first visit, or trip, one that turns into a repeated experience. Attending our first Belgian Jumbo for disabled young people in 1977 stemmed from being asked to accompany another sidecar couple, who attended Jumbo GB in the 1970s. Unfortunately, by the time plans had turned for us into a commitment, our friends unfortunately abandoned due to unavoidable family issues.

Our first three wheel venture into Europe in August 1977 was memorable, even if we were only on a five day ticket on the hovercraft service operating at the time. The Belgian venture was the last stage of a family holiday that had taken in Stratford upon Avon, a Honda Owners Club rally near Bristol, and a two night camp in Ramsgate, the departure port for the somewhat novel hovercraft crossing. All with a four year old daughter, a pregnant Pat, aboard a well laden 750 Honda outfit.

1977 view from the air of the Dominik Savio Institute when a few sidecar types arrive for that year's edition of the 7th Jumbo Run Belgie

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After our ride from Calais to the Be;gian Jumbo location south of Brugge, we made camp with our leaky tent alongside a family from Birmingham, Chris and Derek Cullen with their young family. The friendliness of all we met on this adventure was destined to be the beginning of many years of European travel.

Derek Cullen on his Suzuki 750 four on the 1977 Belgian Jumbo Run

From that early foray, in the month and year that Elvis died, the latest chapter was attending the Flanders event in 2016 for our 31 st time. It could have been more if career hadn't dictated otherwise. The bottom line has been what resulted from this “habit” such as long standing friendships, insight into a mainland European country and its communities, plus plain and simple pleasure. Of course, since then our sidecar outfits have changed a few times from an early Honda 750 four, Watsonian Palma, and camping trailer.

The Belgian Jumbo has been consistent from the outset with it's permanent base at the Dominiek Savio Institute a few kilometres south of Brugge. The institute has changed steadily over the years in many ways, but the underlying philosophy remains the same. Provide education, care and support for young and developing people, who have what in recent years has been termed special needs. In this situation there doesn't appear to exist a politically correct, fashionable off loading of the word “handicap”, as in the UK. Physical and sensory disability tends to be acceptable amongst the many people that Dominik Savio has continued to serve over many years.

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The outreach mentality of the Belgian Jumbo is reflected in the support and fondness for the event amongst many communities in this Flemish part of Belgium.

The benefits to all involved is very tangible, be they “motoriders�, staff, volunteers, and importantly the handicapped folk and their families.

The essence of a day long event made up of riding in convoy with special passengers of all ages, a few hours spent at a welcoming location, the ride back to the institute, and the Saturday evening social has proved an attractive formula. By 2016, the Belgian Jumbo appears to have settled into a comfortable 150, or so sidecar and trike participants. Not that a few more sidecars wouldn't be welcome.

John V, yes you in the yellow hat, it's still remembered.

Early personal experiences of the event, from 1977 on, usually involved over 200 sidecar outfits.

The peak was the 25th Run in 1995 when over 300 outfits travelled to Brussels. An epic, successful undertaking resulting in the organiser having a few more drinks than usual, plus an effort on the karaoke. Well done,

The nature of our participation changed over the years. The early years with our two young children developed, so that the Belgian Jumbo became a satisfactory conclusion to more extensive European trips. For a few years this also involved attending the Swedish Jumbo Run, then touring elsewhere. Sometimes with other families, or just we four, our ports of call took in Denmark, Norway, Germany, Luxembourg, Austria, and France.

As friendships evolved with staff at the institute we were generously offered accommodation, which further cemented our connections with the people involved. We have been truly humbled by the friendships made, and now consider some as family.

At the beginning, when we first joinied, several UK sidecar enthusiasts, some had participated since the Belgian Jumbo began in 1971. As the years passed, lives changed, and time moved on, we have found ourselves the only UK participants, until our good friend, Frank Lamoon joined us in 2015 and 2016.

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The Belgian Jumbo location is barely 75 miles from Calais in an area of interest. The coast, Brugge, Ypres, and many attractive towns and villages. Free camping is possible at the Dominik Savio Institute before the formal start on the Friday.

The Belgian Jumbo is a signficant attraction for people living along the route. Advance infromation, good public relations, experienced outriders, and police motorcyclists ensure a memorable Run. Food and refreshment is organised at host venues, be they public attractions, or towns folk providing their particular brand of entertainment.

The Belgian Jumbo Run has been well documented on the dedicated website, not only showing an historical perspective, but also highlighting the family nature of it all.

Much the same, but a proven formula that attracts such a variety of folk.

Guaranteed enthusiasm all the way

Lunchtime is a great social occassion

Always busy before the start of the Run

Motorider, passenger and mum – All smiles

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Ever present, ever popular, ever friendly “Mr Elephant�, helping to provide many memories for old and young alike.

No comment necessary !

The plan is to participate again in 2017 for our 32 nd time, and 40 years since that first adventure into what was unknown territory. The 2017 Belgian Jumbo Run is scheduled for Saturday 19th August. Contact can be made via the dedicated website, http://www.mccb.be/0JUMBORUN/framep.htm. The organiser can be contacted at patsy.verheylesonne@dominiek-savio.be

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Impressions of

Motorcycle Live is the current title of the major motorcycle show held annually at the NEC (National Exhibition Centre) just outside Birmingham. It isn't a regular on the list of events we view as part of our motorcycling life. Happy to read about it, plus the offerings from the motorcycle manufacturers and supporting industries. A major emphasis for the industry and show promoters is the release of new products, be they motorcycles, or associated paraphanalia and products.

The percentage of people attending, who might actually purchase the latest whizz bang super, hyper, adventure, custom, powered two wheeler as a result of visiting is indeterminate. However, there is lots of posturing, sitting on, pontificating, praising, criticising, and other commentary going on. If nothing else this can be entertaining.

Motorcycle Live is certainly one of those, “I was there” events. Not quite the Isle of Man, but still a supposed indicator of being seen as a biker, even if “the bike” does most of its annual mileage to and from the MOT centre.

The two previous visits to the NEC extravaganza resulted from generosity, plus winning tickets in an online lucky prize draw. The former courtesy of since departed sidecar friend, Elsie Wilkes, a stalwart of organised sidecar ride outs for young disabled folk both in the UK and mainland Europe. It's unlikely we would have ventured to the National Exhibition Centre without some incentive, even if, compared with other costs of attendance, the ticket savings were perhaps minimal.

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This time around there was a distinct motive, that was taking our 8 year old grandson, an undoubted apprentice petrol head. Suffice to say that Motorcycle Live was not his first exposure to the world of motorcycles, or, in our case, sidecars. His enthusiasm probably stems from how his grandparents have helped raise him.

An early start, breakfast along the way, and negotiating the NEC complex were dealt with, then it was into Motorcycle Live. Entry with online purchased tickets was easy because the early queues had cleared. With an adjacent show for model railway enthusiasts, lines of people walking from the car parks, and a stream of vehicles still arriving, it felt that it could be very crowded inside, but it wasn't.

Busy, yes, but manageable, although some motorcycles on display did attract inevitable crowds with the ever present cellular smartphones. A camera is the personal preference for gathering images, some of which are added to the numerous collections gathered over the years. Still, it does have us wondering what exactly the smartphone clans actually do with all those selfies, etc.

What later became obvious when inspecting our collection of images was that the grandson seemed to have sat on scores of powered two and wheeler vehicles. What was equally apparent was his stature, for although he might have not been able to sit on and reach the ground with his feet, he certainly looked “in control�.

Another realisation when recalling the day through the images was that for the first time ever, grandad had not actually sat on any of the assembled machinery, and notably not had his picture taken astride some exotic motorcycle.

Beyond the grandson's enthusiastic journey around the many stands, we watched the freestyle riding show. Despite the grandson's initial, maybe surprising lack of enthusiasm, even as the predictable, in your face sound and light show set the scene for the 2000 strong audience, once the action started he was well into the skillful performances of the six riders involved.

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Even as the crowds were diminishing and the time for Motorcycle Live to close on the penultimate Saturday, the grandson's enthusiasm to look and sit on yet another scooter, or exotic motorcyle, continued.

By the time we left to slowly walk back to the car park, it was clear we had spent about seven hours in the place. At times it would have been handy to use the Raleigh tricycle on the National Motorcycle Museum display. Sadly, its tyres well past their sell by date !

A very long, tiring, but generally rewarding day eventually concluded after the journey home with a restaurant meal a few miles from home. Once home, two tired grandparents, and a very tired 8 year old soon retired to their beds.

Postscripts Compared with past motorcycle shows attended ranging from Earl's Court in the 1960s, those at other London locations in the 1970s, the NEC in the 1980s, and numerous other types since, there have naturally been changes. Some recognised as being noticeably different, others perhaps more subtle. As for good, or bad, well that's down to individual taste.

The supporting marketplace is a major feature in contemporary motorcycle shows, sometimes overwhelming the actual motorcycles. Despite questions over the quality and value of the clothing, accessories, parts, and services being sold, at least the NEC didn't appear to feature items with no connection to motorcycling. Cane garden furniture and other alien products have been noticed elsewhere, presumably when promoters are desperate for exhibitors.

On the other hand, some motorcycle suppliers, including manufacturers, stand out as promoting less of the bikes, more of associated trappings. Certain players in the 21 st century motorcycle industry seem concentrated on selling expensive regalia and clothing than their wheeled products. Presumably, some punters out there are content to buy the expensive, labelled, fashionable leather jacket, even if it's hardly intended to be worn when riding. Not unlike winter sports “enthusiastsâ€?, who do the aprĂŠs ski, boast the ski pass, and even take out winter sports insurance, but never actually ski !

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A significant, overall impression is how motorcycles now feature colour in vivid ways on all types and sizes of powered two wheelers. Of course, in the past British manufacturers, Triumph springs to mind, used colour to identify models and production years. In a time when technological innovation moved at a much more sedate pace, there was little else to identify a model and its year. The fuel tank and side panels might be the only components that received what might now be called a “makeover�.

Whilst colour has featured for some years as a major identifier between makes and models, colour is now more vivid and considered for how it can both represent the image and attract enthusiasts. Inevitably, the technologies associated with colour have had an impact, so that plastics, ferrous, and non ferrous metals can now be finished in ways unimaginable in past years. Powered two wheeler design is more sophisticated as a result of how colour can now be exploited.

Finally, would we return to another Motorcycle Live at the NEC ? Possibly, but unlikely unless there is specific justification. Introducing the grandson to the experience proved worthwhile in 2016, but it's not the precursor to it becoming an annual pilgrimage as it obviously is with many others. On the other hand, who knows.

The last word . . . . . . he's only 8 ! (it's a Ducati Panigale !)

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Motorcycling is constantly under threat. Bureaucrats have a tendency to justify their existence by imposing restrictions and legislation that undermines motorcycling activity.

Too often such moves have been made without objective evidence, or justification. The threat to motorcycling is very real.

Without coherent, organised, and experienced voices to defend, protect, and promote motorcycling, motorcyclists old and new, plus involved business interests could be denied the benefits of motorcycling.

The need to protect motorcycle riders' rights and freedom hasd never been more important.

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Brough at the Fed rally By now, readers will have been aware that lots of my tales have involved my great friend Alf. I have known him for all of my motorcycling life. In fact, lots of folk think that we are brothers. We never seemed to be apart. Here is a typical story.

In the year of 2009, Alf’s Brough had been in pieces for most of the year. However, he was determined to get to that years Federation of Sidecar Clubs rally in order to retain the “Robby Robson” trophy that he had won in the previous year. (Ed: can we say something about combined age of bike and rider, Alf ?)

So, in order to achieve this, he had to get his skates on, so to speak. Alf had put plenty of work into the project, including rebuilding wheels, with a Triumph front brake fitted on the front wheel. It was re-wired, plus a few more mods.

For weeks leading up to the FED weekend, Alf was in the workshop almost every day, working long hours on the machine. Progress seemed to be slow. Waiting for parts being made seemed to be a major headache. At last, in the week leading up to the Fed weekend, the Brough was ready, almost. Just the front brake needed fitting, and then road testing could begin.

All smiles on arrival, but it certainly took some effort

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We arranged to set off for the rally on the Friday morning, going our usual way. This route avoided all motorways and major A-routes where possible. But, the inevitable phone call. Alf had struck a problem, and wouldn’t be able to make Fridays departure.

He really needed the extra day to make sure that the engine was o/k. So I set off by myself on the Friday, arriving about 3.00 in the afternoon. I rang Alf on the Friday evening to check on progress. Alf was despondent.

The Brough was running and sounding great, but as soon as the engine was stopped, it just would not fire up again. Alf had to get one of his friends to come out and tow him home. The problem was to do with the fuel mixture, sometimes, especially with older motorcycles, it is a fiddly business getting it just right. It’s a job that cannot be rushed.

Knowing Alf for as long as I had, I could just imagine him getting angrier by the minute, his beard beginning to bristle. He said that he was pissed off, and would have another go on the Saturday morning. If that were no go, he would dig out the “Beemer” and go on that.

So, come Saturday, I rang Alf to enquire as to where he might be. He was still at home, properly fed up by this time. The Brough had refused to play, so he had set off on his BMW K75. As he was nearing Matlock, following a truck down a steep hill into the country hamlet called “Two Dales” he thought that the trucks brakes were making a very harsh sound. It was only when he was at the bottom of the hill and tried to accelerate that he realised that the rough sound was coming from his own BMW. The shaft drive had cried enough.

So, that was the end of the road. No spanners needed, just the RAC card, and a free ride back home.

Alf was so fed up that he decided the weekend was a none event. It was hardly worth the effort to come for just one day.

Imagine my surprise, when on the Sunday afternoon I heard the familiar beat of the Brough’s exhaust note. Sure enough, there he was at the control tent, holding court, proudly standing by the side of his Brough. Whilst brooding on the Saturday evening, his mind was chasing all manner of possibilities of why the Brough refused to start.

Alf had eventually sorted out the problem by fitting a bottle top with a hole in the centre over the carburettor venturi. Evidentially this was enough to solve the starting issues. Such a simple dodge, who would have thought of it. Alf did.

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I think that everybody was glad to see him. After all, the saga of the Brough was by now, common knowledge on the camp field. The Brough was now starting and running fine, but the brakes were still garbage. The Triumph front brake had not improved the braking. Under these extreme circumstances, you must agree that Alf deserved to retain the “Robby Robson� trophy once again.

After a good time at the rally, Monday comes, and it is time to depart the scene and set off for home. It is good to be riding together again as we set off down the A4110 towards the town of Craven Arms. The going was good, well over 50mph. And the Brough was sounding great. Then, after about 5 miles or so, the Brough started backfiring strongly, losing power all the time. So a stop was in order to investigate.

A rest stop for men and machines

It must be the carburetion again. So off with the tank, strip down the carb. Nothing wrong there, no blockages or anything. Check the ignition timing, no, nothing there either. What next? Inspect the plugs.

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One of them was very wet, so a quick change of both plugs, start her up, and hey presto, the Brough sounds great again. Why, in situations like this, the simple things are always left until last ?

After this we had a great ride home. After joining the A49 at Craven Arms, then just past Shrewsbury and leaving the A49, there was no traffic of any consequence to bother us.

We had two stops. First at “Jacko’s” a roadside chuck wagon, between Newport and Woodseaves. Then at Froghall, at the “Churnet Valley” railway, where we always enjoy the tea and cakes while watching the steam trains run.

This is a long run through Staffordshire and the “Peak District”, but our philosophy now, is, why spoil the ride by rushing things.

I call this little tale “Alf’s (B)rough weekend.

Oscar

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Our Motorcycles – Part 1 Motorcycling has changed dramatically in recent times. Within living memory for many in developed countries, powered two wheelers have translated from a mixture of basic transpport and part leisure use to a full blown leisure alternative. This is not some isolated social phenomenom, but allies with the decline of public transport as the automobile became the dominant “must have” in the latter part of the 20 th century.

BSA catalogue image of the 250cc C15

My UK parent providing written agreement sanctioning a finance arrangement to purchase a motorcycle compares dramatically with modern day culture. That £100 second hand BSA, bought from a dealer in Ilford, Essex, required a £20 deposit and then 36 monthly payments of £4. Selling a cherished model railway collection secured the deposit, and the monthly commitment came from minimal apprentice pay.

Despite father's signature on that first foray into “hire purchase”, the responsibility was totally down to this 17 year old. Crucially, no potential financial safety net of parents, grandparents, or any other source. Miss payments and the bike would have been repossessed. Legally the bike was not your property until the final payment.

All this in complete contrast to what appears to have become the UK norm, and it's surmised, elsewhere. Motorcycles as such are rarely part of the deal, and crucially the expectation is that young people don't finance the operation. For some time now the personal motorised vehicle of choice for young people is to acquire a car driving licence as soon as regulations permit. No longer is it headline news for 17 year olds to pass their test on their birthday. Indeed, very recently observed, a driving school car advertising lessons for “10+ year olds” !

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At the very least, offspring reckon on being insured to drive a parental car, but increasingly vehicles are supplied for exclusive use. The small matter of potential four figure insurance premiums and other running costs are seemingly considered trivial. Little wonder that the social shift of young people staying at home with parents well into adulthood, plus longer term financial dependency has become commonplace. Potentially a social timebomb if ever there was one. Add up all the other stuff such as mobile phones, clothing, holidays, gap years, et al, small wonder the young struggle with the thought of real life expenses. However, move on.

The BSA did not remain in its original, out of the factory guise. After a year of ownership it was decided to initiate a “rebuild”, or as it would later be called, “customised”. As the bike was still on finance, dreamy eyed thoughts about bigger bikes were out, so it was a case of “personalising” the little 250.

The C15 as purchased !

The exercise was conducted over some months at the parental home. Stripped down completely in a cold, wet garage, but the rest of the job in the warmth of the house.

So as not to offend every Health and Safety professional out there, it would be inappropraite to mention degreasing engine and other parts in the family kitchen; spray painting parts in the porch adjacent to the kitchen; assembling the motorcycle in an upstairs bedroom (minus engine unit); charging the battery in the hallway; polishing items on the kitchen table; and using mother's kitchen oven to heat up engine cases to replace bearings. No, perhaps best keep such things under wraps.

The end result was different compared with the original, although it clearly could not compare to larger motorcycles. If the 250 did attract attention that was probably down to having a Wal Philips fuel injector, plus a different, perhaps rather odd idea for a headlight arrangement.

The normal headlight set up was abandoned big time. Conventional alternatives such as a chrome headlamp might have been better, but a pair of universal car spot lights were chosen. The regulations of the day for such spotlights when on a car meant one was a so called driving spot, the other a yellow fog light. The thinking was that one, the fog, could be the dipped beam, whilst the spot would be the main beam.

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With little regard for UK Construction and Use regulations, the light units were clamped on either side of the handlebars and adjusted to function as dip and main beam. Quirky, yes, but still satisfied the annual MOT inspection. Did they work ? Yes. Did some future motorcycle designer see them and eventually adopt the idea decades later for the Triumph Speed Triple ? Could be ?

The Wal Philips “fuel injector” was a short lived alternative to a carburettor comprising a single jet and a synchronised butterfly arrangement. With no float chamber, petrol flowed when the tank tap was turned on. Adjustment, a very frequent requirement, involved a small diameter drill inserted into the jet (fully open), and the butterfly linkage adjusted so that the butterfly was horizontal (wide open). The linkage's frequent adjustment was due to so called locknuts loosening.

When working the “injector” seemed on a par with a carburettor, i.e. the same, but within months this particular innovation was abandoned when the mounting flange cracked. £6.15s.6d (£6.78) down the drain. Solution ? Dig out the original Amal carburettor, which worked absolutely fine. Probably an early personal example of falling for the hard sell. Did this alter later examples of impetuosity ? Probably, no, certainly not !

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During the rebuild of the little BSA, which had unfortunately continued into the summer, solace was sought by buying a temporary ride for ÂŁ15. Whilst it ran that 1957 Royal Enfield 500cc Bullet ran impressively. This “impressiveâ€? bit proved to be its undoing. Whilst the big single's performance was initially credited to the Redditch single having an engine twice the size of the 250cc C15, there was ultimately a sting in the tail. At the time of purchase from the non showroom stock of a local dealer, no mention was made that the Bullet had in fact got sidecar gearing.

As a result rather energetic riding was gradually taking its toll on the engine. The end came on a 160 mile ride when the big end failed. An initial slight knocking sound turned into much more than an aural experience. The only consolation ? I got to my lodgings in Essex. Sad to relate that the part dismantled bike, having been transported by a truck driving friend to Sheffield, was eventually taken off to the council dump.

The Bullet. Fun, but sadly, short lived

The finance that would have restored the Enfield was already committed to the BSA, which had by now had already involved some expenditure. Oh well, never mind.

These early motorcycle experiences and choices perhaps illustrate the nature of being a novice enthusiast. Recurrent dreams of the latest two wheeled attractions tempered by the ultimate reality of limited finance, i.e. apprentice pay, and some naivity. Of course, temptation cannot always be ignored either, so when the three year finance deal on the BSA ended, a highly polished 500 cc Norton somehow caught the eye.

Standing in the showroom of a typical dealer in mid 1960s Britain, the Norton seemed to offer that sought after step up in the power stakes. After all, a British 250 was for learners, and this boy was way past that, or so he believed. Besides, motorcycling demands were greater with a twice weekly ride between the home city and the apprenticeship factory, now closer, but still 80 miles away. Equally, most biking mates were astride bigger capacity machines, plus the now regular pillion passenger had to be considered. Surely, all valid reasons to move up the ladder ?

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The modified BSA 250, used as down payment on a Norton . . .

The pre owned Norton was collected and the BSA left as deposit. The balance again via a hire purchase agreement and monthly payments. Although three years down the line, a parental signature was still required to secure the hire purchase deal.

. . . which proved to be a bad move.

After the initial flush of enthusiasm, whilst adapting to the bike's size, weight and power, there were signs that the engine was perhaps less than perfect. Best to avoid the gory details of dispute with the dealer about faults and imperfections, but the outcome was quitting whilst nominally ahead. It may seem strange, but monthly payments, plus actual and prospective repairs justified handing the Norton back to the dealer. The finance agreement was terminated, but of course money was lost, and crucially there was now no motorcycle to ride.

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Things were gloomy, but the situation was short lived. Within a week, word came that an older guy had a Velocette 350 for sale. Apparently, he had owned this 1955 model from new and wished to dispose. The bike was kept in this retired bachelor's front room and after an initial inspection was wheeled out to the backyard, engine started and generally checked over. He insisted from the start that there was to be no haggling. £22, take it or leave it.

The Velocette 350 MAC (not this one, but close) came fitted with a number of factory extras. Matching steel leg shields, plus pannier racks designed for army style rucksacks, and the original owner's manual were part of the deal. Whilst the Velo didn't fit the definition of “ideal” for a coffee bar cowboy with his Lewis Leathers jacket and seaboot sock adorned high top riding boots, it was a no brainer. At a time of two wheeled deprivation the MAC was after all, wheels !

A week later, having sorted road tax, and insurance, the new acquisition was in action.

Almost immediately the Velo gelled with its comfort and easy riding style. It was destined to become a favourite despite some flaws. However, the leg shields and pannier racks were removed. Not because they were ineffective, far from it, but these additions didn't quite fit the “rocker” image. Oh, the feckless nature of youth.

With sensible maintenance and attention, the Velocette was a joy. Leisure rides, the twice weekly ride between Sheffield and Liverpool, daily commuting to the job from lodgings, and one memorable summer trip, two up, to South Wales for a two week holiday with the pillion passenger's parents. All in all, still considered the best of the British bikes owned, and possibly even those ridden.

Whilst the 350 Velo was absolutely solid and reliable in the engine, gearbox and electrical departments, there was one flaw, which sadly led to its demise. A demise, which it must be said could have probably been avoided with some investment. The downside was the primary chaincase and its inability to retain oil for primary chain lubrication. This problem was not something unique to this particular motorcycle, but an issue that affected all other similar models of the time, be they 350cc, or 500cc models.

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The original equipment primary chaincase at the time comprised two pressed steel components, the fixed rear and the removable outer cover, held together by a large rubber seal. The seal had two narrow, lengthwise grooves, one mating with the fixed rear, the other with the removable cover. The seal was held in place with a one piece aluminium clamp, secured with a single bolt.

Over time the seal lost elasticity, whilst the grooves were likely damaged, or distorted when the cover was removed for servicing. Consequently, vital chain lubricating oil leaked with negative consequences for the primary chain and the teeth of both engine sprocket and clutch. The solution came in conversion kits sold by Velocette specialists featuring a bolt up primary chaincase cover and conventional gaskets. Such kits are still available today from classic Velocette specialists.

The solution for the Velocette's primary chaincase problem and still available today for classic motorcycle enthusiasts

(www.groveclassicmotorcycles.co.uk)

At the time the personal remedy involved replacing primary chains and regular lubrication, even treating the primary chain with chain grease. Reliability was somehow maintained, but eventually on a winter ride from Liverpoool the clutch chainwheel gave up. Lack of reliable lubrication led to the hardened clutch chainwheel teeth eventually breaking down. The final act was quite sudden as the primary drive virtually converted into “belt drive”. Unfortunately, on the hills of the Peak District National Park this poor version of belt drive didn't do too well.

The Velocette was trailered home. What now seems a curious decision, this favoured machine was cast aside and a replacement sought. According to a friend, a BSA 500cc twin was possibly available and might be worth a look. So, a “look” was arranged and bought for £15. However, once more, the modification bug bit again. The belief was that the 1957 A7 Shooting Star could be made into something on a par with the others “down at the cafe”. Did it work ? Well, wait and see . . . .

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Bob Spendlove Arts

Bob's Commission Paintings Bob paints a wide variety of commission pieces, including vehicles, houses, landscapes and monuments. If you're interested in having your own personalised original painting.

Contact Bob for more details go to - http://www.bobspendlovearts.co.uk/ Examples of his work;

If you contact Bob for information, please acknowledge Sidecars On Line 29

SideLines The Classic Attraction Motorcycles are expensive, leisure items, which have become too technical for many.

Despite the attraction of reliability, performance, and the probably dominant factor of “street cred”, new motorcycles hardly reflect the complete UK motorcycling scene in 2017. In an age when annual mileages for road going motorcycles are usually very low, and around 30% of Honda Fireblades in the UK are only used on track days, there is perhaps little comparison with past decades of street motorcycling.

Early 21st century Norton.

Maybe the paddock stand and other amendments suggest this particular street bike might not actually be ridden on the streets . . .

The most prevalent, longer term enthusiasm continues to be that for the “classic”, interpreted as any powered two wheeler of a certain age. Traditionally vintage and veteran European, and now classic seriously applies to Japanese and what at one time was termed British “grey porridge”, i.e. motorcycles, scooters, and mopeds that in their heyday were considered worthy.

This BSA Gold Star has been viewed a classic, almost from the time it was originally manufactured. For some years several other BSAs were simply seen as motorcycles that aged and ultimately could be purchased cheaply. No more, as everything is viewed as appreciating in value. How many enthusiasts of a certain age reflect on letting a bike go for peanuts, or worse ?

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SideLines An example of the modern classic scene are 1970s Yamaha FS1E (Fizzy) mopeds, which now attracts past owners, and even guys who never actually owned a bike back in the day. Vincents, Velocettes, et al, and even Honda CB72/77s (Hawks), have been seen as collectable for years, but a Yamaha 50cc moped ? Who would have ever guessed ?

There is little doubt that modern motorcycles are technically complex compared with past offerings. When motorcycle magazines and specialist books featured advice and guidance on just about every aspect of the operation and function of a motorcycle's component parts, it was testament to different times. Indeed, some parts would often be identical regardless of the name on the motorcycle's fuel tank.

Consequently, the processes for maintenance, servicing, repair, and replacement could be same across most machinery. Variations existed, but were were considered at the time strange, even quirky.

Lucas Magdyno – fitted to many and repairable

Amal carburettor – once a universal component

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SideLines Commonality of parts was an undoubted boon for home mechanics, as well as professionals. It was also beneficial for the motorcycle trade as it meant inventory stocks were simpler. Too much variation, more so today, influences what might be kept in stock. In the 21st century there are few parts that can now be considered as universal even within a single manufacturer's parts lists.

Of course, motorcycles throughout time have been recognisable for their design features. For decades, fuel tanks have been a familiar feature when it comes to identifying specific motorcycles, as indeed have engine units, and frames. Serious enthusiasts could take it further with their recognition of suspension parts, brakes, and other details that differentiate between makes and models.

1956 Triumph T110 colour scheme

1959 Triumph T120 with subtle colour change

In complete contrast, whilst manufacturers have always adopted “family� looks when only closer inspection might reveal engine capacity, or state of tune, e.g. 1960s Triumphs and latterly Yamaha's MT series. Contemporary motorcycles are much more complex. Commonality of parts appears minimal, further complicated by more bodywork and trim. Comparing parts catalogues from 40 years ago with modern listings can illustrate the point. Even if some parts are common, manufacturers may complicate matters by tagging identical parts with different identifying numbers.

Good for business maybe, but still questionable complexity.

As motorcycles have predominantly changed over the years from relatively simple vehicles into technologically advanced leisure tools, their upkeep has also become less user friendly. The additional task of removing extensive plastic bodywork, or poor servicing access, is hardly user friendly. Equally, most technical innovation now requires specialist equipment, as well as technical expertise.

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SideLines For example, ignition has moved on from widely available mechanical contact breakers, a few common spark plugs, plus high tension spark plug cable. Now we have silicon chip, digital circuitry that cannot be adjusted without a laptop. As for repairing even the simplest of “black boxes”, it's predominantly, “forget it”.

Adjustable mechanical contact breaker for Triumph twin ignition

Ignition module for 2012 Triumph Explorer

The somewhat “alien” nature of modern motorcycles has changed the motorcycling landscape. Yes, technical innovation has brought notable advantages. Performance and reliability are generally excellent, even if the former can be excessive. However, complexity and high tech brings mystery as well as serious dependence. Up to a couple of decades ago motorcycle magazines featured guidance for the maintenance and repair of powered two wheelers. Such advice has become minimal as the technology has become very specialised.

Now, beyond opinion on rideability, performance, and design, media appraisals of motorcycles simply mention the cost of servicing. Get you home ploys and roadside repairs are not part of the game anymore. Assistance predominantly requires a mobile phone to generally gain a ride home on a recovery vehicle. Older machines and dated technology is the only way self help has a chance. Ask a dealer how to deal with a puncture and it's more than likely the advice will be “phone for recovery”.

The consequence of the technological revolution in motorcycling has been the growth of the classic market, which is now well established with regular classic events, specialist magazines and publications, plus a myriad of supporting businesses. The latter ranging from parts suppliers, both new and used, to professional restorers.

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SideLines Parts for some classic motorcycles are available, some, such as late Vincent vee twins, sufficient to build one from scratch, thanks to the endeavours of the owners club.

Many British classics are catered for, as are Japanese classics. Parts availability for some Japanese marques can make restoration a serious challenge, whilst some manufacturers have seen there is a market for classic parts, e.g. Suzuki.

A good indicator of the strength of the UK classic motorcycle scene are the various specialist clubs. The Vintage Motorcycle Club (VMCC), the Vintage Japanese Motorcycle Club (VJMC) are big players with extensive memberships at local and national level. Then there are clubs for specific makes and models such as the Triumph Owners Club, CBX Riders, and the AJS & Matchless Owners Club. There are lots more, some covering very dedicated aspects of classic motorcycling such as the Classic Racing Motorcycling Club (CRMC) and the Italian Motorcycle Owners' Club. All serve differing tastes in varied ways to satisfy the enthusiasm of their members.

Throughout the year many of these organisations come together at popular classic motorcycle events.

A motorcycle enthusiast can be more than satisfied through an involvement, or simply an interest in the classic scene. Whilst personal choice will dictate financial commitment, the love of older bikes, scooters, mopeds, and, of course sidecars, can be well satisfied.

For those who haven't taken a look at the classic scene, you don't know what you might be missing.

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