Sidecars on line 28

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

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Issue 28 – April 2017

BSA Tradesman Deserved Best Sidecar Outfit Scottish Motorcycle Show March 2017

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Contents this Issue Editorial – Remembering Rebo at a memorable event Our Motorcycles – Part 2 – Moving on to a BSA twin and learning more than simply riding it Reflecting on the 2017 Scottish Motorcycle Show – It's not just a case of turning up and helping Oscar's Odyssey – Long Ago Remembered Tales – Early working days and early motorcycle memories The Diversity of Sidecars - “There are no identical sidecar outfits . .”

Sidelines – The Insurance Jungle – Insurance, what's it worth ?

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Editorial The post Christmas period has been a mixture of opportunities, lost opportunities, and times to reflect. Reflection and opportunity came with the funeral of Bob “Rebo” Jackson. Reflection in the sense of being present at a fitting tribute to one of the UK's sidecar stalwarts, mixed with the opportunity to be present at what was, despite the sense of loss, a memorable day.

A sidecar convoy that had to deviate due to unavoidable circumstances from the planned country road route from Bob and Wendy's home and temporarily take on the fast moving A1 highway would have made our departed friend smile. It meant that we had to ride a a little longer before reaching our burial ground destination, something Rebo would have welcomed.

As for the reception at the burial ground, a spledid sight with so many turning up to pay their respects to this popular sidecar man. Despite the cool of the day, the sun put in an appearance along with maybe a couple of hundred people. The various routes taken to a village hall social by those attending enhanced the celebratory atmosphere that seemed very fitting. A memorable day for a memorable man.

Days after Rebo's funeral day, we set off for our annual trip to the Scottish Motorcycle Show. Great weekend and generally great weather. Not a single metre, or yard, riding on wet roads. The return journey involved one stop for food and fuel, which can't be too bad for folk of advanced years. Some reflections on the show this issue. As well as a second part of past motorcyles owned. The past motorcycles theme is also featured in Oscar's latest Odyssey.

Two completely different issues dealt with in recent weeks. Insurance for the sidecar outfits dominated a few days with plenty of searching and phone contacts to clarify details. It's almost become an annual chore, which probably isn't going to get easier as age creeps up. Still, it did make it reasonable to consider the whole matter of insurance. Read on.

The other issue was obtaining new riding boots. Sad that the old Altbergs seem to have marginally failed. Repeated soggy feet called for a rethink after a mere 16 years on the road. So, online check of boots at familiar clothing accessories retailler, J & S. A total of 87 boots available for men. However, after selecting the feature of “waterproof”, surely a given for motorcycling in the UK, only 5 were listed. Obviously, made a choice from the 5 and visited the nearest branch to purchase. Makes you wonder about the 82 that didn't come up as waterproof.

Oh, “lost opportunities” ? Failed to make real progress with new outfit project. . . .

SidecarJohn 5

Our Motorcycles – Part 2 The early beginnings of a life with motorcycles from that first BSA, the 250cc C15, up to the sad demise of our “best British bike”, a Velocette 350cc MAC, was recounted last time around (Sidecars On Line 27). The next step was the already mentioned twin cylinder 500cc BSA A7 Shooting Star. This first foray beyond the previous single cylinder motorcycles signalled a more serious, albeit flawed “café racer” mentality.. Being over 10 years old, and less than cared for, the budget buy (£15) 1955 machine had limitations, so was hardly comparable with the sportier offerings of the late 1960s.

However, before continuing with the Shooting Star chapter, following the first part of the tale, contact was made by long time sidecar friend, Denis Harding. It appears his early two wheel career also featured a BSA C15, but not the humble 250 I rode. No, not our Denis, he had the deluxe SS80 version, the one with chrome !

Still, we did have a connection beyond the Small Heath single, as just like myself, Denis' father had to sign for the hire purchase finance agreement. As attitudes to debt were significantly different in those days, asd the bike finance deal was still active, Denis and wife Christine were unable to secure a house mortgage until the finance arrangement on the little BSA had ended. Happy days.

Factory finish BSA A7 Shooting Star

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Right then, back to the A7 story. The look of the purchase was as per the original factory design, and didn't quite fit the desired “look”. Of course, there were additional features stemming from age, i.e. rust, faded paint, and the odd oil leak.

To be fair, at the time, motorcycles leaking lubricant was hardly seen as unusual, unless of course it was pouring out. Relative to some motorcycles around, the BSA was quite reasonable. Oil consumption and the odd oil mist around the engine was an acceptable part of motorcycle ownership.

Following the necessary legal matters such as insurance and the ride back to be placed in father's garage, the bike was “attacked”, so that key areas could be addressed. With engine and gearbox removed, the frame and forks were brush painted in situ. Hardly professional, but worked out OK. The opportunity to degrease and clean the engine and gearbox meant that on assembly the BSA was starting to look the part. Well, at least according to my blinkered view. The big, no doubt effective mudguards were discarded and replaced with fibreglass ones, usually intended for off road motorcycles. The dated headlight arrangement, and handlebars were also consigned to the skip, sorry bin, skips were in the future.

The new rear muduard was adorned with a simple number plate hanger and a Stanley rear light unit, as fitted to Honda twins of the time. It did add what was considered a distinctive look at the time.

Tyres were necessarily replaced and the corroded, standard silencers replaced with Gold Star pattern types. Shall we say, that the sound from the exhaust hardly suggested any sense of “silencer”. In fact, more than one person could track my immediate whereabouts because of the sound emitted from the “Goldies”.

Something of a traumatic memory with the BSA was the bike failing its MOT once it was ready for the road. In the opinion of the tester it didn't handle as he thought it should. Having ridden it, I was puzzled, but he said that there were signs it had been used as a sidecar bike, which he didn't think was a good idea to then use it as a solo. His MOT failure based on an actuality, or conjecture, it was never determined. Later inspections for weaknesses, plus others riding the bike failed to identify any issues.

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Annoyance, no anger, at the time was that most of the parts purchased for the BSA had been obtained from the MOT dealer, which only added to the sense of being hard done by. Ironically, the bike was ridden straight to another dealer, where it passed the MOT, and was destined to pass successive annual tests of roadworthiness.

What was refreshing about the second dealer was his supportive mentality. When it was apparent that the 6 volt electrics were struggling with powering the lights, I was asked to leave the bike for an hour. On returning from a walk around the block I found all was well. Adjustments to the regulator on the old dynamo system had done the trick, and the man didn't charge even for this electrical wizardry. In response I became a regular customer of Terry Walker Motorcycles.

Sadly, not long after the A7 project took to the road, the attractive, but noisy “Goldie” silencers were removed by some low life in the bike park of the Mallory Park race circuit whilst we watched Hailwood, Ivy, Read, et al compete for racing glory on the famous UK short circuit.

Mallory Park was memorable for the right reasons . . .

I angrily informed a policeman that I would ride home with open pipes and would state his number if other police officers stopped me for disturbing the peace. Fortunately, the noisy ride ended without incident. Days later the BSA had standard silencers that pleasingly subdued the noise, plus less tempting for light fingered scum.

There are significant memories of the BSA times beyond the initial MOT fiasco and exhaust theft. The fuel tank was tatty and insufficient funds saw it fitted with a pre owned faux leather tank cover. Then there was the issue of engine reliability. . .

Impossible to sum up in one sentence, but the consequence is that 50 years later, dismantling and rebuilding a pre unit BSA twin engine might be confidently attempted.

The routines and little quirks, such as the factory pushrod “comb” that helped locate pushrods in rocker ends, would not be mysteries, even now. A rucksack used to permanently hang on a hook in father's garage ready to carry appropriate engine parts to Bill Kenyon's Division Street shop in the centre of Sheffield for repair.

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Working in the centre of Sheffield at the time meant easy lunchtime walks to and from Kenyon's, plus bus travel to and from home, became part of a familiar routine.

Stuff such as a dropped valve could be part dealt with at home. In that one off case, a new valve seat, again courtesy of the Kenyon emporium. Problems nearly always occurred on weekend rides, presumably because of indulging in typical enthusiastic rides, as opposed to far more genteel (cough) town riding.

Limping back from either the coast, favourite inland locations, or motorcycle sport events was a regular part of weekend life with the BSA. Then, the necessary dismantling on arriving home, ready to take the parts for repair on Monday. It was almost uncanny to have the bike back in action no later than the following weekend. The conveniently hung ricksack in the garage was sturdy enough to carry crankshaft, engine cases, or cylinder heads. A trusty, essential carry all for that particular period of the early motorcycling experience.

In hindsight, it perhaps questions the sanity of it all, yet at the time it seemed just part of the deal. No doubt that it added to the knowledge of motorcycle mechanics, even if it was predominantly a touch of making do on a limited budget. However, it's worth recounting that the old BSA was never pushed, towed, abandoned, or transported home. Despite strange noises, oil leaks, smoke, or what have you, it was always possible to somehow limp home.

Referred to previously, when returning from a race meeting at Cadwell Park, an exhaust valve went “pop”, effectively changing the twin cylinder into a hard working single. Was it an early example of a motorcycle changing its power characteristics decades before 21st century electronic power adjustment features ? Not quite, but it had consequences, even though the engine would run. Oil and unburned fuel vapour exiting the spark plug hole on the “dead” side was seen as a small price to pay for rather reduced powered mobility.

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Two factors influenced the remaining ride home home. Firstly, the very obvious one, only one working cylinder and one acting as a retarding anchor. Secondly, the lady on the pillion, even though she was, and still is, a lightweight, was it too much to ask of the old bike ? Less than half the already limited power of an old 500 twin, two up, would have been a challenge, but the only option was to go for it.

Sometimes it isn't all bad news because within a couple of miles of slow progress, an old school friend on his shiny, new Honda CB77, pulled alongside. It might have been years previous since we had any sort of face to face contact, but Alan Cockayne lived in the same street as the girlfriend and was aware of our relationship. He offered to escort the stricken BSA, plus carry my pillion. The difference for the BSA was significant and we made acceptable time from that point on. Regular stops to check engine oil level and how the bike was holding up proved sensible.

Repairs on that occasion proved to be less than suspected, or could have been. The broken valve head was found in the silencer. Remarkably the exhaust valve seat was undamaged, with little to do but carefully grind in a new valve. Equally fortunate was that the piston, whilst slightly marked required little attention. This was lucky when contemplating what could have happened. Perhaps the lucky break was that the engine was only ticking over in traffic when the broken exhaust valve head departed down the exhaust pipe.

The most significant issue was probably the mixture of petrol and oil that permeated into my no longer blue jeans, plus the unwelcome oily aroma on entering mother's kitchen ! Mother certainly put up with some stuff in those days, although she was well conditioned to the machinations of a husband who revelled in keeping his old banger cars mobile with consequent repairs and “tuning”. Regardless, three days later the BSA was back on the road.

A secondary consequence of that trip to Cadwell Park was the girlfriend's observation of how comfortable the Honda had been, and its performance compared to the BSA. Still, she seemed to appreciate that Alan, with a well paid job, and notably no girlfriend, might have influenced his ability to afford the Honda. Our relationship survived, even with further episodes of motorcycle reliability issues.

The personal impression left by Alan's Honda would have resonance in later motorcycling years. Indeed, admiration would in the future result in the acquisition of a CB77 “in need of attention” from a friend.

Whilst it might be judged that the A7 BSA was something of a liability, during what turned out to be final engine dismantling for main bearing replacement, some effort was put into engine assembly to hopefully improve performance and reliability.

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The technician job at the time provided access to reasonable facilities, so the pistons and connecting rods were worked on to balance weights and generally clean engine internals. The cylinder head received some attention with new valve springs and valves ground in, plus polishing the ports. A few years of gleaning information and advice from magazines, books such as “Tuning for Speed�, and knowledgeable mates, all helped to focus attention on making the BSA a better bike.

Those efforts certainly paid off because from that time on, albeit less than a year, the 500 provided day to day transport, and plenty of leisure time riding. Most notable was a 500 mile round trip from South Yorkshire to Brighton on the English south coast for an Easter motorcycle show.

The only recalled issue was the melting of grease in the segregated section of the engine containing the dynamo drive chain. The mixture of a hot engine and unusually hot weather conditions for the time of year, created what appeared to be an oil leak.

Although a little messy, the outcome neither affected the journey time, nor the mechanics. Matters were resolved in no time at all on arrival at the family home.

The BSA A7 500cc twin did see further use for a short while after the Easter journey. It was eventually sold on to a friend for what it had originally cost to be superceded by a rather unusual creation. An old school friend, Ron, who had also been an apprentice at the same company as myself, offered a motorcycle that was familiar to me. Indeed, it was the very machine that I used to collect the girlfriend on her final day at school because it was undoubtedly more impressive than the 250 BSA I was running at the time.

However, the once customised Norton twin had suffered from a bizarre mishap in a gravel strewn car park, and raised issues with Ron's mother about motorcycle safety, a familiar tale. He had made initial efforts to begin restoration, but the maternal pressure was too much. Reassuringly, key components such as the frame, front forks, and wheels had been professionally sorted. A deal was done, a very reasonable deal.

What to do with a Norton featherbed twin in pieces, even if complete ? The outcome and subsequent motorcycling adventures would turn out to be something quite special.

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Reflecting on the 2017

The 2017 version of the Scottish Motorcycle Show at the Royal Highland Showground, near Edinburgh was a success, at least for the Classic Hall. Success can be measured in various ways, but the Classic Hall display was really exceptional. Over 500 motorcycles and derivatives such as sidecar outfits, all of varying ages, styles, and conditions. A true cross section of what could be said to represent the broad passion of UK motorcycling.

As ever, machines came to the show in predictable, varied ways. Much of the precious classic contigent only turned their wheels for very short distances as they arrived on the Friday set up day. Despite some hard line views, without trailers and vans we wouldn't be afforded the opportunity to see vehicles that are lovingly and expertly restored, preserved, and maintained by owners. It is accepted that much is irreplaceable, especially those motorcycles that are decades old, some actual centenarians. Classics may be static and rarely, if ever, turn over in anger, but still part of the motorcycle community.

Despite the time of year, a fair contingent of displayed bikes are ridden to and from the show, even though the first weekend in March may not always be conducive to riding a motorcycle, notably in Scotland. Snow is not unusual and rain always seems more likely than not. Of particular satisfaction is that the Federation of Sidecar Clubs display this time around seven of the outfits were ridden to the event, three with round trips of around 500 miles. Not so much spit and polish as others maybe, compared with many, but still a popular and varied showing.

Memorably this year, our VMax rides between Scotland and West Yorkshire, plus transfers between accommodation and the showground, were undertaken on dry roads. At no time did it rain, snow, or similar. Something of a novel, but pleasing experience compared with other times over the past five years.

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The only negative was the fuel call at the Annandale Water service area on the A74(M). Outrageous price compared with just about anywhere in our experience. A sarcastic comment to the the staff when paying was clearly not a rarity, judging by their response. Something like 12 pence a litre more than most other places at the time could punch a hole in the budget if it were repeated too many times. However, there was justification for a self recrimination as the same mistake was made in 2016. Must remember to rethink fuel stops next time we venture up that way.

* Part of the Federation of Sidecar Clubs display

When folk attend the big motorcycle shows, such as the March one near Edinburgh, chances are they don't consider what exactly is involved in the organisation. This lack of understanding probably equally applies to some participants just as much as the paying public. Truth be said, even if two of us are only part of the Classic show team for a few days, it's clear there's much to be done in the weeks and months prior.

The professional organisation of the Scottish show is undertaken by Live Promotions.

They deal with the Classic Hall organiser, George Beer, who in turn spends months before the event sorting entries of clubs, individual entrants, and other participants.

The nature of the classic element of the Scottish show means that there is a hard core of regulars. Their familiarity is in itself predominantly welcome.

Trophies, support material, documentation and security passes are all part of the Classic Hall organiser's preparation tasks. A myriad of other matters require attention such as electricity requirements and organising display layout. Despite approaching 500 motorcycles and variants involved, the Friday access, arranging the display layout, and departure at the conclusion of the show on Sunday, all generally works well. However, some aspects call for some determination and control by the Classic Show team.

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Patience and understanding are certainly prerequisites for participants, which is thankfully forthcoming from the vast majority. However, regardless of this vast majority showing their prized classic machinery and other examples of the two and three wheel world, there are always those who differ, some might say, difficult.

Serious issues can be those concerned with health, safety, and security.

Of course, health and safety can be a pain and at times decidedly imperfect, but some things are essential. The Classic show team are used to being pragmatic when appropriate, but it would be reckless to be flippant about everything, just because it carries the sometimes dreaded tag, “health and safety”. Nevertheless, a thought for those who constantly, often predictably decry the sentiment that care is necessary.

In event of being affected by something that harmed them, or their motorcycle, would the individual stick by their sheep like negative stance towards “health and safety” and say, “It doesn't matter, just one of those things ? On the other hand, would the litigation gene kick in ? “See you in court”, “To whom do I send my claim ?”, or more likely, “I'll sue you for every penny !”

* The always excellent Scottish Classic Racing stand

Of equal concern is security, particularly in respect of the cherished motorcycles. A real issue not to be disregarded considering the value of most on display. Not necessarily in monetary terms, although that's debatable, but inevitably because of value to owners, be it sentimental, or the hours put into care and restoration. M Motorcycle ownership is as much about connection and emotion as it is about currency value. The priceless classic, such as those now over 100 years old is obvious, but what about the Honda Pan European with over 300,000 miles on the clock. Is that no more cherished ?

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A puzzle is that some participants apparently don't see the point of measures designed to keep a reasonable level of security. Over a few years the Classic Hall system of linking motorcycles to owners has evolved and works well, notably when the show has closed on Sunday. Whilst Friday set up is drawn out over many hours, the desire to leave on Sundayis understandably much more urgent. There are minimal hitches, usually owners having to find their exit card, but the method works well.

A bone of contention for some is the weekend pass system for those showing motorcycles. The allocation was two weekend passes per machine in the form of an adhesive wristband. The system is well proven at numerous events, such as motorcycle rallies, and music festivals. Basically, no ticket to mislay, wristbands sufficiently resistant to water for a couple of days, and easily inspected. Clarity of identifying exhibitors and keeping out possible undesirables. What's the problem ?

The wristband is used to strike a balance between convenience and security. Above all it acts as a means of providing free and easy entry to the motorcycle show over two days. Unfortunately, a few choose to flaunt the system. Their predominant reason is to gain access to the show for more than those accredited because they are showing motorcycles.

By not wearing the wristband as required, and keeping it in a wallet, or purse, is the motive to to secure unpaid entry to the show for others ? The worst part of this scenario are those who sell on wristbands. Not a sensible ruse if the show promoters ultimately have to consider the bottom line of mounting a show.

* The always interesting Vintage Japanese Motorcycle Club stand.

This year, Kawasaki 2 stroke triples and Moles !

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In 2017 the Classic Hall element of the Scottish Motorcycle Show issued weekend passes for around 500 machines, which equated to significant value when considering the price of show admission tickets. Of course, recognition has to be given to those participants, who make the overall Classic Hall what it has become. Crucially, there still remains a need for respect of what is involved in providing a platform for showing the world your bike, your club, your organisation, your charity, or your services.

On a more pleasasnt note, the greatest feature of the Classic Hall is that it has developed into a social event, reflected in the camaraderie and sociability of those involved. A fair number of friendships and associations have emerged and been enhanced in the past five years between participants and also the Classic Show team.

On this alone, the Scottish event is a winner and worth the effort that is required in the days leading up to the show, during, and after.

A final observation regarding the Scottish Motorcycle Show itself, at least in respect of the Classic Hall. There may have to be consideration restricting entries.

Space is now very much at a premium, so some thought has to address the needs of displaying individual entries in order that they can all be appreciated by exhibitors and the paying public.

Organisers of club stands may have to consider the need for variety and optimum use of allocated space, which could reflect in controlling numbers. Not easy if there is widespread enthusiasm to be involved, but maybe the time as come to ensure that the Classic Hall continues to be a worthwhile display of the broad church that is UK motorcycling. * Photos for this article taken in the final minutes before the show closed on Saturday, which accounts for few people. During the show the volume of people in the Classic Hall was impressive. Movement around the various displays required patience.

Certainly, obtaining any photographs was not easy, simply too many folk.

From the promoters and Classic Show team point of view, very satisfying !

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Long Ago Remembered Tales In an earlier Odyssey, I mentioned some of the workmates that I had the pleasure (in most cases) to work with. I would like to mention them now, as they were a great influence on my riding, and attitude. All offerings here are entirely out of my head. I haven’t any notes of any kind to fall back on.

Practically my first job was being office tea lad in an engineering works, Edgar Allen’s in Sheffield. They made high-grade steel rails for the railways of the world. Here I met Graham and like me he was a gopher in the office. Every minute that we had, we would pour over pamphlets from the big motorcycle companies, mainly B.S.A. Graham had set his heart on owning a BSA Shooting Star. To me, this was a world away, I just couldn’t envisage me getting anything as exotic as this.

A short time later, I realised that my future at this company meant me working in the fettling shop. This was extremely dirty work, and not very healthy. My Grandfather warned me off this kind of work, so I handed in my notice (resigned).

At this time getting work was no big problem. I lived in the East end of Sheffield and there was dozens of firms that I could get a job in engineering, which is what I wanted to do. A 10 minute walk away from home was the “Sheffield Hollow Drill Company”, who made all kinds of drills for the mining industry. Here I would spend the next few years as an apprentice turner.

Triumph Tiger Cub – Mick's motorcycle choice

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Already here were, Mick, Roy and Alan, all older than I. Mick had a 200c.c.Tiger Cub, Roy had a Matchless 350, and Alan had a Triumph Speed Twin, the one with the sprung hub. Shortly after Graham, who I had previously shared tea mashing duties with, arrived. He now had a BSA C11 and how I envied him.

Alan's slection, the sprung hub Triumph 500cc Speed Twin

Then Les, a school class mate of mine arrived at the firm.

He was the proud owner of a girder forked Ariel 500 single. How he could afford to run a motorcycle and I couldn’t really rankled me.

Ariel 500 Red Hunter, Les' machine of the time

Another couple of men here had bikes too. Spud Murphy had a 650 Triumph Thunderbird with a double adult chair, and Pete, who had a Triumph Tiger 110. Both of these chaps used their bikes just for getting to work. In the machine shop were I worked, there were more motorcycle owners than not.

So, here I was, all these bike owners and me still bikeless. I needn’t have worried, Alan was a good mate and was quite happy to have me hanging on the pillion. Also working here was a certain John Fletcher. He was the proud owner of a Royal Enfield 350 Bullet. This was the bike that I had my very first disastrous ride. (See Sidecars on Line issue 4) After this event, John rarely figured in any of our exploits, who could blame him.

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Soon however, Roy with the Matchless came up with an Excelsior Talisman Twin. It was a bit rough, but with a little t.l.c. it could be my start in motorcycling. Alas, it was never the bike I had hoped for. The engine had a built up crankshaft, joined in the middle with a woodruff key, and this key had a habit of breaking at every opportunity. After the third engine rebuild, Roy gave me back the 15 quid (£ sterling) that I had paid for it. It was back to hanging on the pillion seat of Alan’s Triumph.

The Talisman Twin, Less than a dream machine

We all thought that Alan was a super rider. He used to tear off down any road, then when he came to a bend he would slam on the brakes racer fashion, then off he would go again. It was much later when he began to wear specs that the truth came out. He was very short sighted. This explained his antics on corners.

Schoolmate Les, with the old Ariel, had to carry around in one of the panniers of his bike, a heavy jack. This was to counteract the tendency of his steed to keep wandering off to the right. The frame must have had a severe twist. Some would be expert told Les that the Ariel was a 2 stroke. No amount of any of us telling him otherwise made any difference. He started adding 2 stroke oil in the tank. He soon realised who was right. The end for this bike came when four of us were pulled over by the law one evening when we were on a ride out. My Talisman was already on one cylinder due to the crank breaking again.

Les, with the Norton Big 4, was booked for having no baffles in the exhaust. Roy with the Matchless was OK. Les’ Ariel was found to be devoid of a front brake. He argued the point with the lawman, so the lawman radioed through for a mechanic to come from HQ to inspect the Ariel. We all laughed as two coppers easily pushed Les on his Ariel down the road with front brake hard on. We never saw the Ariel again. I suppose that we were a bit of a wild bunch, no different from most other young lads of that time, or indeed of this time too.

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Les opted for the “Big 4” Norton

While still employed at the “Sheffield Hollow Drill”, from time to time we were asked to do night shifts for a week, which was fine with us. Some of the lads that were working days, really grafted, and stowed away plenty of completed work. This we would retrieve and count it as work done on “nights”. This gave us plenty of time to sneak off work for a couple of hours.

We would climb through the foreman’s window into the back yard of the pub there.

Then climb on our bikes conveniently parked there, and ride off to another pub where one of the local rock groups would be performing. This went on more than a few times until one of our intrepid group came off in a big way. The shit really hit the fan over this and Roy of Matchless fame, Mick with his Tiger Cub, plus Les with the Norton, all got their marching orders. Alan, Les, minus Ariel, and I somehow got away with it. Roy and Les soon found engineering jobs again. Mick joined the “Post Office” as a lineman.

I remember Graham used to turn up to work when on a night shift, with fishing tackle strapped to the rack of his BSA. As soon as the management departed for home, he would slope off to the top of the lane, and over the railway lines to dip his rod into the canal. Much later, while still in the employ of “S.H.D.”, four of us decided to go to Blackpool to see the illuminations there.

By now, we all were on much better machinery.

Roy still had the Matchless, Mick now had an Ariel Arrow, Les now had a BSA C15, and I was now the proud owner of a Royal Enfield Crusader. Somehow the plan changed and we headed for Liverpool and the Mersey tunnel to visit New Brighton.

Was Les attracted to the BSA C15 by more than the bike ?

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Anyone travelling through the tunnel may, or may not, realise that it slopes rather steeply before rising again for the other side. As we neared the bottom there was a sign that stated, “Prepare to Brake junction Ahead.” Well, the car immediately in front of us braked hard for no other reason than he had read the sign. We all braked, but not quick enough, so Mick and Les ploughed into the back of the car. The driver got out intending to inspect the damage. When he saw 4 ugly, angry mugs glaring at him, he promptly dove back in and drove off. He didn’t stop either when we all emerged from the tunnel. No damage was done to any of our bikes, but there was a couple of dents in the rear of his car. Served him right.

After a good day in New Brighton we did get to Blackpool late in the day. We just had time to ride along the seafront to see the lights, before setting off for home. Would you believe it, the minute we set off, all of the illuminations were turned off. That was it. We turned around and headed for home.

All that must have been in 1962 because the year after was the first year that I visited the Isle of Man for the T.T races on a motorcycle, still the little Enfield. Mick was on his Arrow and Roy was still running the Matchless. We were in digs at a B&B on Bucks Road in Douglas.

Roy was a little paranoid about his bike having a breakdown. So, he carried around a spare magneto, spare dynamo, plus numerous cables and spare chain links. Not much room for any of the essentials for a weeks stay in the island. We made him hang his socks outside of our room at night, by jamming them in the window frame.

I must relate one story involving Roy on our stay. Roy was great admirer of the racer John Cooper (Moon Eyes). He tried to emulate him by dangling his knee out when cornering as John Cooper used this tactic to great effect in his racing career. It was “Mad Sunday” on the island. We rode around the course, watching the antics of the would be aces from such places as the Hairpin, the Gooseneck and the Creg.

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Whilst at the Creg, none other than the great sidecar racer, Florian Camathias rode up to the Creg, against the traffic on his racing outfit. Florian wanted to carry on up the mountain against the flow of riders, it being one way traffic from Ramsey to the Creg. He entered into a lengthy discussion with the policeman there. Eventually he got his way, and he shot off the wrong way, as it were. We sat there at the Creg waiting for him to return. Would he return?

It was getting late now, and almost time for our evening meal, so off we set, back to Douglas. As regulars to the T.T. know after the long straight from the Creg it is Bedstead Corner. As we approached the left hand bend, there was Roy in front, knee out backside hanging off, when Camathias tore past the lot of us. He was really flying.

Roy up front was all arms and legs from Camathias’ back draught. How he stayed on I’ll never know. We never let him forget that incident.

What has happened to us all. Big 4 Les is still riding and has a collection of classics, including BSA’s, Scott, Douglas, & Sunbeam.. I have lost touch with C15 Les. C11 Graham achieved his ambition and bought a brand new BSA Shooting Star. He doesn’t ride now, but he can be relied on if I need an engineering problem sorting. Matchless Roy is no longer a rider. Mick doesn’t ride regularly, but has a small motorcycle to hang on the rear of his motor home. Spud and Alan are no longer with us. Alan stopped riding when his son was killed riding to work. All were great characters, some still are. Happy days.

It is unfortunate that I do not have any photos of this period. I did possess a camera, but at that time taking pictures didn’t seem important.

Oscar

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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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The Diversity of Sidecars No doubt that amongst other road users sidecars are considered, shall we say, different. Some of these outside observations of course vary. Astonishment, criticism, questioning, insulting, and, would you believe, admiration. Naturally, the latter is not likely to be voiced too much, even if it's being thought. Might go against any semblance of credibility amongst motorcycling mates. Then there's the arrogant commentary, probably indicating a generally held view that everybody else's choice, opinion, or way of life is in some way defective.

Even in the broader motorcycling community difference of opinion comes in degrees with some passing judgement on the interpretation of what constitutes the “right way”. When there are fundamentalist factions praising their chosen style, bike, or interpretation, yet rejecting all others, it comes as no surprise that enthusiasm for sidecars is seen as beyond the pale. Goodness, maybe these hard line fundamentalist warriors do clearly show that motorcycling is a religion after all.

The refreshing thing about the sidecar branch of motorcycling is its diversity, an interesting dimension when compared with the predictability of most solo motorcycle elements. It requires something very special for a stereotypical two wheeler to stand out from the crowd, unlike when any solo has a sidecar attached. Even exotic sports cars can be overlooked if a sidecar outfit is alongside.

Over the years we have been fortunate to see a tremendous amount of variety in sidecar outfits, supporting our long held view that no two are quite the same. This proposition is sometimes pursued, maybe bizzarely, with enthusiasm. At some sidecar gatherings, albeit rarely, pairs of sidecar outfits appear with clear indications that owners have strived to make them look identical.

A “forensic” inspection then comes into play to find “discrepancies”. When someone even put scratches on two identical top boxes, as was seen at the 2016 European Sidecar Rally, it's clear they are trying hard. Nevertheless a slight difference with a fitting was spotted. Obviously, a bit of fun on our part, yet doesn't change the view of the very unique nature of the diversity of sidecar outfits.

Of course, when a sidecar outfit is created by an owner, or in a professional situation, circumstances can dictate a repetition such as location and type of sidecar fittings.

Commercially produced fitting kits are specific designs. However, even with such predetermined similarities there are variances according to the sidecar model and personal requirements. The bespoke nature of combining most motorcycle and sidecar rigs tends to mean difference, even if only minor. Beyond the original creation of this pretty unique vehicle it's almost guaranteed that owners will make changes to the package.

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Here are a few examples of sidecar outfits that are either unusual, slightly different, and unlikely to be replicated anywhere. It may appear that some are in some way familiar, and raise the question of what's exactly different, even unique, but it's all about the detail.

Whilst it's likely this transparent Tripteq Heller sidecar attached to a leaning BMW K model was created for publicity reasons, it can be used. Extreme example, but worth betting it's somewhat unique.

Probably not a professional creation, this Squire QM attached to an old BMW airhead surely illustrates the sometimes wacky, but wonderful world of sidecars. Some might ask why, on the other hand aresponse might be, “Why not ?�

These two first examples with their clearly different interpretations of what a sidecar can look like, also highlight that the motorcycles have their own distinctive look. Perhaps not in keeping with traditional views of the style and appearance of two classic BMW models.

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Well, nothing but unique and very personalised. The sidecar provides a bed for the owner to complement the other features that could be said to possibly categorise this particular creation as a motorhome. Crazy ? Wacky ? Depends on your outlook on life, but in it's own way possibly something to admire for the absolute difference.

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Now, what is different about the Marz Klappino sidecar attached to a Yamaha. Well, for starters Marz sidecars are not thick on the ground. Added to this is that the Yamaha is the short lived 1700 cc vee twin, the MT 01. Poor sales, a big price tag, and unremarkable performance combined to its demise. However, power characteristics might have been suited to hauling a sidecar along.

Chances of seeing other MT 01s alongside a sidecar are slim as the bike has gained almost classic popularity with owners reluctant to sell. Who knows, the Marz seen here could be the only example of an MT 01 outfit.

A K75 BMW with a sidecar is unusual, although there have been a few examples.

What made this stand out was the engineering involved from a very skilled, professional engineer owner. Of significant note is that the owner adapted the Unit leading link forks in a way that they probably should have been produced in the first place. Rather than the brake calipers slung under the forks swing arms, this set feature improved brake caliper mounts, thereby eliminating the often criticised tendency for the forks to rise under braking. Look good and work even better.

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The big 1400 cc four cylinder Suzuki is a well proven, popular choice for sidecar duty, so nothing approaching unique in the basic choice. As ever, it's all in the detail.

Leading link forks, car tyre based wheels, and matching paint job for bike and sidecar. The sidecar does start adding some difference to the overall concept, being neither fully enclosed for a passenger, nor with a seating position that shouts out, “Going for it !�

An interesting approach that may, or may not attract paying customers.

Nevertheless, well put together on a suitably modified Moto Guzzi. The bike has the trimmings of forks, wheels and tyres, On the other hand does the simplicity construction of the sidecar body present an attractive purchasing proposition. Maybe not, but the necessary detail is simply missing and wouldn't take too much to resolve.

The key thinking is about the use of available, off the shelf materials for the bodywork, in itself potentially providing an economic alternative. Although beauty is in the eye of the beholder and all that, the fact that the motorcycle has been well sorted somehow makes this particular unique outfit worth a look.

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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 30

SideLines The Insurance Jungle Insurance is applied to so many things that play a part in our lives. However, there are significant differences in terms of application, interpretation, and requirement.

The essential selling point for any insurance predominantly centres on fear, or at least on supposedly reducing concern.

There are of course variations that influence acquiring insurance, probably the major one being that insurance can be required, either by law, or strong recommendation.

The latter can vary in that this “strength” of advice can be absolutely conditional such as taking out insurance to cover a house mortage lender's risk. Unless the borrower pays for life and property insurance the lender will not provide the necessary funds.

As society has evolved, insurance has developed in areas that would not have been considered in the past. Insuring specific items has become something of an industry such that some retailers will, as a matter of course, offer item insurance at the time of purchase. Electrical goods are favourites with insurance taking the form of extended warranties, and/or accidental damage. Well known UK electrical chain stores are known to profit as much from these additions as they do from the actual sale of goods.

Another growth industry has been that of pet insurance, which is something of an enigma in the UK as it has only emerged as a serious aspect of the insurance game in recent years. What is significant about pet insurance appears to be a corresponding seemingly big rise in the numbers of veterinary practices. Truly, a big and profitable business. It is almost ironic that pets now usually receive treatment on demand whereas UK humans face increasing delays and denial of medical treatment.

A well established “product” is travel insurance, which has grown over the decades as travel, notably to other countries, has emerged as a major facet of life in developed countries. However, insurance can throw up issues when making a claim for a mishap, illness, accident, or loss. There's the small matter of having read the small print, something that is hardly undertaken unless submitting a claim. With travel insurance there appears to be more possibilities for claiming, and so possibly increases the likelihood.

Having made three claims over many years the opinion of travel insurance has been varied.

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SideLines The first, a small one, was for damage to a suitcase on a daughter's school trip in 1988. Ordinarily, it might have been irrelevant to take out cover, but the school promoted the insurance policy, which was for personal clothing and other items. More serious insurance issues were covered within the cost of the trip. A claim was submitted within the terms in the small print for the damaged suitcase and clothes due to mishandling by a bus driver. The school, the insurer, the bus company, and tour operator successfully played each other off for long enough to make us eventually say, “Forget it”.

The next episode, some years later in 2001, involved a claim for medical expenses in the USA. In short, taken ill on plane as it came into land; ambulance to medical centre; medical tests to eliminate possible causes; and discharged. Delta Airlines were great, providing a hotel stay for one night, so that we could take a later flight back to the UK 24 hours later. Worrying, but thankfully no aftermath, or recurrence.

Later medical comment centred on the possible consequences of spending a period at high altitude in the USA. Something about blood cells.

However, there was a bill to be paid of over $US 2000, which initially appeared straight forward in terms of making a claim. Two weeks after submitting the claim to AXA insurance a letter declining payment was received on the grounds of contact should have been made with AXA prior to any treatment. They mentioned small print, although no specific reference was found in the numerous pages.

What was unreasonable was the suggestion that the claim was invalid. An unconscious person justified an emergency docking procedure at Atlanta airport; police escort to a medical centre; and spouse in a state of shock. Treatment involved and the actions of airline, airport, ambulance, and hospital staff superceded contact with a call centre, just as it would have if both insured persons had been involved in a serious car crash. The only request of the conscious spouse by the very helpful, and considerate airline representative was, “Do you have insurance ?” to which the reply was “Yes”. The documents were in the carry on luggage for the South Georgia Medical Centre to copy.

Suffice to say that the Financial Ombudsman Service were consulted and became involved and judgement made against AXA. A result for the medical services in Atlanta and a sometimes anxious couple, but sadly it took over two years to resolve !

In contrast, the third example of a travel insurance claim, was much better.

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SideLines Staying with friends in the USA in 2012, and with a week to go before the planned return to the UK. A serious family medical issue back in the UK meant taking an early flight home. A supplementary charge was made by the airline to reschedule. A claim was made with an appropriate medical statement from the involved UK hospital.

Cheque received almost by return. Satisfaction, at least on this occasion.

Most notably in the UK, insurance for motor vehicles is a legal requirement. Vehicle insurance provides for varying levels of cover. The base level required by law is Third Party, which covers others in respect of personal injury and damage to their property, including their vehicle. The next step in the hierarchy is Third Party, Fire and Theft (TPFT), which adds fire damage cover for the policy holder's vehicle, plus if stolen. Top cover is Comprehensive, which extends to damage of the insured vehicle. As insurance cover is extended then so is the risk, which means more cost.

For vehicles not used on public roads having value such as a classic motorcycle, specialist insurance can be obtained to cover against theft, fire, and potentially other risks. Simple rules apply based upon monetary amount of cover required, plus other perceived risks. Significant, reliable insurance doesn't come cheap.

In the UK failure to insure a vehicle is an offence for which penalties can be relatively severe. Equally, the consequences of being involved in an incident with an uninsured driver/rider can be serious for any victims.

Well, what about insurance for sidecars in the UK ? Years back, when sidecar outfits (combinations) were much thicker on the ground, there was a simple rule of thumb with insurance premiums. They were 50% of that for a comparable solo motorcycle.

On what statistical, or other information available to insurance underwriters is in retrospect something of a mystery, although it is surmised the view was that a family man with wife and kids aboard wasn't going to tear around like a young, demented solo rider.

Certainly with a double adult sidecar and passengers aboard, the bigger motorcycles of the time would likely be somewhat handicapped. This latter sentiment of steady progress would not have gone down well with a certain father in law, as he took great pride in the motive power of his BSA A10 and the noticeable “crack� from its exhaust. No rocker, but an enthusiastic practitioner of the noble art of giving it a go.

Today, insuring sidecar outfits is hardly easy with even well established old hands sometimes finding it less than easy. The most recent personal experience perhaps illustrates the point.

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SideLines Clarification first. As this is written there are two outfits to consider. Well, not exactly because one is the active road outfit, the 2007 Yamaha Vmax 1200 with attached Watsonian RX4. The most recent renewal quote for this at the end of March 2017 was £168. The other “outfit” is under construction comprising a 1999 Honda 1500 Goldwing and Squire QM sidecar. The most recent renewal at the beginning of April would have been £103 with classic status. Despite not actually being on the road it's considered sensible to have insurance for the big Honda.

However, the proximity of insurance periods, being only one week apart, justifed seeking a multi bike deal. This is where the vagaries of insurance can be both costly and puzzling. When seeking a deal with the existing insurers of the Honda, a broker used for some years, combining the newer Yamaha meant an annual premium of £400.

Considering the very good premiums over a number of years for a couple of BMW outfits, it was unfortunate that we couldn't have done business. After some searching, the best deal came from Bikesure with a total premium of £216. Under the circumstances and comparing the initial quote for the Vmax of £168, it doesn't seem so bad.

If there is a downside, it's the absence of automatic UK and European recovery from the latest insurance deals, to date an attractive bonus. This could have been included by paying extra, but was declined because the outfits, plus a car are covered by recovery through a bank account.

Yes, insurance of any sort is a jungle, and in these days of comparison websites, new customer deals, and the like, it isn't always easy to be sure the best deal has been secured. On the other hand, as we know from experience with travel insurance, you don't know how good insurance is until you make a claim. The golden rule is to never forget that the insurance business is about making money, a lot of money, and not necessarily paying it out.

Finally, and addressing the issue of insurance for sidecars, maybe it's time for someone in the sidecar world to advise underwriters, insurance companies, and brokers, so that they better understand about what sensibly constitutes a motorcycle and sidecar combination.

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