Sidecars on line 29

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 29 – June 2017

In Case Your Were Wondering . . . . . . It's a . . . . at the 2016 EGT

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Contents this Issue Editorial – Balancing the demands on time between riding and other aspects of this particular version of the sidecar disease.

Our Motorcycles – Part 3 – A budget special that proved to be a bit of a “laster”.

Oscar's Odyssey – My Affair with Ada – The Ups and downs of life with a motorcycle called Ada Silverstone '85 – Memories of a special, albeit very wet weekend at the major UK racing circuit Vmax Diaries – Part 1 – So, exactly how can you finish up owning a sidecar outfit you had never even considered ?

Sidelines – These Boots Were Made for Riding – A personal reflection on motorcycle garb, particularly footwear

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Editorial It's a strange year, this 2017, when considering what fills the news almost on a daily basis. Of course, it does all depend upon whether it's real news, fake news, or some other interpretation of reality. Fortunately, the diversions offered by being involved with the active Vmax sidecar outfit, or the new sidecar project, does help to maintain a distance from all the so called clever people, who run our “normal� lives.

Right, that's the crazy stuff out of the way. Some progress made with the Goldwing sidecar project. New engine timing belts fitted; front fork legs adapted; front fork yokes (triple trees) near sorted; gear lever oil seal replaced (what a challenge that proved); and sidecar chassis ready. The outstanding major element is the sidecar body, although it should hopefully be approaching involving the paint guy, if there are no further glitches on the bike front. An unresolved issue is wheel condition. Still, new tyres are already waiting to be fitted.

A dilemma, if you can call it that, is we are now into events and holidays, very important facets of our existence. Really, there's no point having wheels if you don't let them turn. This means the Goldwing project will have to take its place in the queue of things to do. Obviously, if we didn't have an outfit on the road to enjoy, it would be a different story.

This issue continues with remembering motorcycles owned, and now at Part 3 still no sign of sidecars. That's yet to come. Recounting motorcycles owned has thrown up, almost as a prequel, a comparison of virtually all the motorcycles owned. Certainly, something of an eye opener that features next issue.

Other features are recalling the Motor 100 Festival at Silverstone in 1985; SideLines focusing on motorcycle garb, notably boots; and the first part of the Vmax Diaries. Oscar's Odyssey is something of a confession about the man's affair with a female, who goes by the name of Ada. Scandalous, or what ?

To be fair, opportunities to hit the keyboard for this little endeavour provides easily managed diversion. Certainly, exploring the collections of images, old and new, plus brushing up and adding to personal knowledge and awareness, all have their merits.

Despite the variable weather here in the UK these past months, getting out and about with the sidecar outfit for short rides, extended trips, and holidays is a must.

Hope you can also make the best of your precious time. Fascinating thing, as this edition is finalised, is the UK experiencing a serious heatwave generating complaints such as from the bloke hitting these keys. Funny ossities we Brits.

SidecarJohn

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Our Motorcycles – Part 3 “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.” So closed Part 2 of this story in issue 28 of Sidecars On Line. An episode in an already diverse time of early motorcycling experiences.

Purchasing something in boxes, and not a complete two wheeler, required at the very least some familiarity with the mechanics and function of the component parts. Even a few years fettling, servicing, repairing (lots of repairing), and adapting featured in the “apprenticeship” period. Working in engineering went some way to assisting the process, as did the knowledge and expertise of others. Also, coming from a family of working class petrol heads, well used to working on very limited budgets, couldn't be ignored either. A father soldering a leaking BSA oil tank using mother's gas stove just after she had cooked an evening meal was seen as quite normal.

A slight complication, although not truly appreciated at the time, was the effect of motorcycle culture influencing personal thought processes and approach. Rubbing shoulders with some friends whose motorcycles oozed class in appearance, reliability, and performance provided some impetus, even if personal endeavours were comparatively lacking. Part of the club, yes, but to be honest not quite top table.

On top of all this were things that influenced the approach to the Norton project.

No, we didn't call them projects in those days, but that's what some might call it in 2017. The Norton engine was disregarded early on with either Triumph, or BSA twin engines considered as the motive power choice. Whilst hardly the norm, a BSA twin was thought a good option if for no other reason familiarity stemming from the experiences with the soon to be departed 500cc A7.

Would our Norton/BSA have looked this good ? Probably not.

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During the “planning” part of the “project”, discussions with friends in cafes and pubs laid bare the merits of Triumph in comparison with other engines. As the Norton engine had already been sold there was some urgency if wheels were to be turning come the early summer. Personal transport was vital for self esteem, and continuing female relationship. The BSA was still around, but the possibility of another mechanical calamity and consequent effect on finances provided some momentum.

Then out of the blue a friend, Roger, said that a long time motorcycling friend, Alan, had a Harley engine and gearbox for sale at a reasonable price. It was known I was enthusiastic about the exploits of a certain US racer named Cal Rayborn, whose exploits on a Harley Davidson were causing a stir in American Motorcycle Association road racing during the late 1960s. Funny how this was to translat into what my be viewed a possibly curious outcome.

A couple of years reading “Cycle”, then a major US motorcycle magazine, had provided insight into the north American scene at a very interesting time in motorcycling history. Rayborn's Harley successes against British and Japanese competition certainly intrigued. I was a bit of a fan of the orange and black racers.

Was I interested in a 1943 ex US war department engine and gearbox originally made by the same people who were responsible for the Dick O'Brian HD works racers ?

Maybe it's hard to fathom now, but the offer struck a chord and I went for it.

Despite the 750cc being a side valve, plus having no knowledge about the engine and associated components, a deal was done. Maybe an asking price of £4:10 shillings (£4.50) swung it.

From the outset the decision was to mate the vee twin to the Norton gearbox and clutch rather than use the Harley transmission. Plus, abandoning the alien Tillotson carburettor for a new Amal concentric was seen as preferable. Liquids and plumbing, i.e. fuel and oil, were initially resolved by using the cafe racer style, two compartment, fibreglass tank that came with the dismantled Norton. Its front compartment held fuel, the smaller rear engine oil. The tank colour mirrored the Harley racers being painted orange to contrast with mainly black cycle parts.

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Inspiration . . . . but that's all !

There followed a few weeks of fabrication and assembly. On reflection it was hectic, even if it didn't seem so at the time. Despite still leading a reduced social life, the creation of a unique Harley Norton special proceeded well.

The start point was to place the vee twin engine and Norton gearbox on their sides on the floor, suitably supported, and then lowering the Norton frame over to assess how everything could fit. A key consideration was that the Harley engine sat on horizontal platforms whilst the Norton frame used vertical engine plates.

The Norton engine plates were modified to accept U shaped brackets to provide mounts for the front and rear Harley engine's integral platforms. Engine location across the frame was settled by aligning the Norton frame's centrally located head steady with the Harley engine's head steady mounting bolts. Once the gearbox was in situ it transpired that to align the engine sprocket to the clutch required a splined spacer to move the clutch out by a mere ¼ inch (6mm). This maintained the alignment of gearbox drive sprocket with the Norton rear wheel sprocket.

The only “outside job” on the engine/ drive train arrangement was modifying the Harley dual tooth engine sprocket adapted to suit the single chain, Norton primary drive. Roger Maughling's Supersprox business did a quick turnaround of machining and brazing to create a “new” engine sprocket for £4, including postage. A quality piece of work.

The speed of the build was notable, not least because of good workshop facilities where I was employed. Besides work on engine plates, the head steady arrangement, and drive train modifications, access to machine tools meant being able to make a manifold for the newly purchased 32 mm Amal carburettor. Aluminium was machined from the solid and mated the two stud Amal to the three bolt fitting of the original Tillotson carburettor.

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As the project neared conclusion after just a few weeks, the final step was purchasing tyres. It could be argued that this was a little over the top with the tyre choice. Whim, call it what you will, but the selection was the then top of the tree Dunlop TT100 tyres, a spin off from Dunlop's successes in the Isle of Man. Choice was influenced a little because they could be obtained at a favourable price compsred with run of the mill offerings. There were comments from many about how realistic it was to expect a 1943 side valve engine to provide sufficient motive power to warrant such rubber. Was I bothered ? Not in the least.

When the Harley Norton finally turned a wheel in the spring of 1969, things were not quite straight forward. On the first day out it was ridden to work then at lunch time taken for its MOT (UK road worthiness test) to Bill Beevers' Motorcycles in Sheffield. What might be best described as a casual inspection with no ride by the tester as he really wasn't sure he fancied it, the required certificate was secured.

However, there was a problem with carburation because in the haste of getting the bike on the road a detail was forgotten.

The aluminium manifold inevitably warmed from the engine, both by conduction, and also the heat that was present between the vee twin cylinders. In turn the manifold connected to the aluminium carburettor with negative effects on carburation. Pops and bangs were part of the soundtrack of the first rides as heat influenced the Amal's function. Thoughts of a potential disaster were quickly highlighted when flames emerged. The day was saved by rapid use, and sacrifice of riding gloves. The bike had an MOT, but it was hardly roadworthy.

The following day a non heat conductive spacer was made, fitted, and the motorcycle confidently provided with a new road tax disc. It has to be said that carburation was curiously never an issue from that point on, the rough guess suggestions by the supplier of the Amal proved acceptable. However, there some issues did arise, some avoidable, others consequential. Much was down to the learning curve that comes with every “new� machine.

The emergence of the bike created interest and brought something of a bonus. The fact that it was no longer a pipedream and was actually on the road led the friend who provided the original engine contact to introduce yet another acquaintance, who just happened to have another side valve Harley WLA engine, complete save for one cylinder head. This time around an even greater bargain, it was FREE ! Thanks Roy. 9

The most significant thing about the Harley Norton, compared with those motorcycles that went before, was what it did in the first months of ownership.

Whilst there were problems, usually with the primary drive, the bike was certainly put through its paces. Within weeks of being put on the road, it was off to the 1969 Isle of Man TT where, despite it not being the prettiest example of visiting two wheel specimens, interest was constant. Compliments from some contrasted with puzzlement from others. No doubt, the exposed primary drive with its simple aluminium shield over the top chain run, reflected the hurried nature of completing the bike. The TT100 Dunlops had some pondering on actual performance.

The Harley engined Brit bike was no slouch, certainly keeping up with our little band of friends from Sheffield. The only performance figure recalled relates to fuel consumption. A ritual Tuesday morning ride around the TT mountain circuit consumed a UK gallon, equating to around 36 mpg, the famed Mountain circuit's length. In contrast, riding home from Liverpool to Sheffield, steadily accompanying a Triumph mounted friend taking a no stop ride due to magneto problems ( he didn't want to stop once started ), saw just over 80 mpg. Amazing difference, but maybe reflected the nature of the low compression side valve engine.

As if the TT wasn't enough the next adventure was to take a longer trip barely three weeks later. More of that and the continuing saga, warts and all, of a special Harley Norton.

Footnote: Back in 1969, photographs were hardly part of the daily scene. Holidays and trips justified carrying a camera and in complete contrast to what has now become commonplace in our digital, electronic world. Consequently, not much in the way of photographs of the Harley Norton. Of the few recalled, some have emerged, others have yet to be unearthed. Hope this lack doesn't spoil the tale.

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Apex Sports in Colorado Springs, has been family owned and operated since 1960.

As the areas full service dealership, we can service and repair most makes and models. See the latest ATV, scooter, motorcycles, and utility vehicles from Honda, Yamaha, Suzuki, Kawasaki, KTM, Triumph in our online showroom.

If you need any aftermarket gear, like a new jacket or helmet, save time and money with our online store. We also have a large parts section, so if you need anything for your motorcycle, atv, scooter, utv view our online parts store for blue prints, parts, and more.

As always, if you have any questions, feel free to call us or email us via our website. http://www.apexsportsinc.com If you contact Apex Sports for information, or to make a purchase, please acknowledge Sidecars On Line.

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My Affair with Ada I first met “Ada” early in 1962. Ada was a sexy looking 250c.c. Royal Enfield Crusader Sports. All metallic blue and chrome, she posed tantalisingly in the showroom window of the Sheffield branch of “Gray’s” motorcycle dealers. She also had the aroma of Castrol “R” when she was fired up. I just had to have her.

Why was she called “Ada”. Obviously, with a registration number of 20 ADA She could hardly be called anything else. She was also, always 20 years old. We were a perfect match. So, on with the tale.

Some of you may remember, back in the 1960’s the BBC screened Moto Cross on television.

This was screened live on Saturday afternoons, and lots of events were from up here in the North. My friend Mick and I were determined to get our faces on the “Telly”. To achieve this, we set off one Saturday morning for a venue somewhere near Stockport. The event was the “Lancashire Grand National”. Lots of the stars of the day would be there. Good racing was guaranteed. I was riding “Ada” Mick was riding his Ariel Arrow.

However, this Saturday was a foul day in February, the sky was heavy with the promise of snow. As we climbed over the “Woodhead Pass” it started to snow. Heavily. Undaunted we pressed on, right to the top of the pass. Here it was a complete whiteout. The road had just disappeared in the blizzard conditions. Inevitably I slipped off. Mick, right behind me slid into me. No damage, no one hurt. After picking up our mounts, our jokes about the incident dried up instantly as a huge petrol tanker loomed up out of the gloom and swept right past us without apparently seeing us. If we had been a few seconds later in picking up our bikes, we would have been history.

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While we were debating the pros and cons of carrying on, a police Land Rover pulled up beside us. The message was that we would be able to get to the other side of the Pennines, but there would be no way to return that same day. So we took the advice and turned around. A lasting memory I have of this trip, is that my eyebrows were firmly iced onto my specs as we descended back down towards Sheffield.

A week later, a second attempt was made to get to another televised Moto Cross meeting somewhere near Stoke. The snowy weather really had taken a grip. We got as far as Castleton in the “Peak District”.

Our way forward was via the Winnats Pass. No way. The pass was blocked by 8 foot snowdrifts. It had also taken us so long to get this far, the scramble meeting would have started by now. So, we spent the rest of the day seeing how far we could ride up the pass before the snow bogged us down. (for us, this kind of behaviour was normal).

One other incident I remember while getting soaked to the skin there. A young feller came sliding down the steep side of the “Pass”. Where he came from, I’ve no idea. I do remember that the backside of his pants were ripped to shreds, and his backside was a bloody mess. I called to him to offer him the use of my over trousers. He took one look at us and immediately scrambled away over the snow. Obviously he was as crazy as we were.

We never did get to be on the “Telly”.

Other memories of this time of the year come to mind. While our region was still in the grip of a hard winter, four of us decided to ride out to Edale in the Hope Valley. We were going tobogganing. Each of us, with a small sledge strapped on to the back of our bikes, rode down the narrow snow bound road from the village of Hope following the tyre ruts in the deep snow. We soon joined in the fun on the ski slopes. We even found out that it was possible to go faster than the sledges by sliding down the slopes in our PVC riding suits complete with crash helmets. At the end of the day I don’t think I have been so wet and cold in my life, but it was great fun.

Just one more incident from this harsh winter. I had just taken my girlfriend to work. No snow, but the conditions were icy. Having delivered her to the office door I tore off back the way I came, knowing that other office workers were walking along the road. They were sure to be impressed by my speed and cornering prowess around this left hand bend.

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Sure enough, the ice bound surface caught me out. Down I went sliding down the road following my pirouetting bike. I slid into it, just right, the engine was still running. So in one move, I picked it up and roared off down the road and around the next bend, where I promptly stopped to scream in silent agony. What price pride.

A few weeks later it was the first road race meeting at Mallory Park. Once again it was bitterly cold. I don’t remember much of the meeting. What I do remember is that on the ride home it began to snow. Our goggles rapidly misted up, making it dangerous to overtake in the gathering gloom. In front of us, all the traffic came to a halt. So did we. We seemed to be in the queue of traffic for ages. When finally I lifted my goggles to see a little clearer, I realised that 4 or 5 cars had pulled into a lay-by, and we had followed. Well, it was a mistake anybody could make, but we did feel like a set of plonkers.

Towards the end of 1962, I made the longest trip of my short motorcycling life. This was down to Wembley stadium in London to watch the Speedway World Final. It seemed to take a lifetime to travel down the A1. No motorway then, not even dual carriageways. Once there, I parked up, not even locking the bike. I never doubted that it would still be there at the end of the meeting.

After watching my favourite, Peter Craven, the Belle Vue rider, lift the trophy for the second time, I retrieved my bike, and started on the long ride home. It was now very dark and a thick smog had descended. You could hardly see a bus length in front of you. After groping my way around North London, I eventually found the A1 North. At last I was at least facing the right way. All the way up to Newark I rode in and out of fog banks. Once at Newark, I turned off the A1, and took a rest in a phone box at the side of the castle, I must tell you, it was a bloody cold ride up from the “Smoke”. From here it was an easy ride home on roads that I knew.

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Onto the year 1963 and my first visit to the Isle of Man on a motorcycle. For the T.T. races of course. I went along with friends Mick Wright on his Ariel Arrow and Roy Needham on his Matchless. This was a fantastic week of both riding and watching the races.

One of the racing highlights, sitting in a front garden on the landing side of Ballaugh Bridge, watching the 50c.c. race, and the Senior T.T. Seeing Mike Hailwood with a faulty gearbox, jumping the bridge, leaning down to change gear by hand while still in the air. Also, of John Hartle riding the Gilera 4 like it had never been ridden before, coming over the bridge sideways, in his great effort to keep up with Hailwood.

The 50c.c. race was also really exciting. I do remember Hans George Anscheidt, riding a Kreidler, passed between two Suzukis in mid air while negotiating the bridge. Anscheidt eventually finished 3 rd behind winner Mitsui Itoh and Hugh Anderson, both on Suzukis.

A very big plus, was the lady of the house, who’s garden we were sitting in, was serving us with tea and buns through the front window of her home. I am sure you will agree, memories like this, are just priceless.

An incident I remember from the same week. Coming back from Ramsey via the coast road, we had just gone past the Laxey tram terminus. In front of us was a Volkswagen Beetle. Mick on his Arrow overtook the car on a sharp left hand bend. Normally, where one of us went, the other followed. Not this time, no room. Soon after, I too passed the car, and we were well away towards Douglas.

On the approach to Douglas is “Groudle Glen” an island beauty spot. ( On my visit to the “Island” last year, I noticed that the Glen is now closed and overgrown). The entrance to this glen is on a very tight right hand bend. As I approached the bend I attempted to change down a gear, but all I got was a false neutral (normal for 250 Enfields). This meant that I was going too fast to take the bend. I shot through the entrance to the Glen, straight off the track, which veered off to the right. This meant that I hurtled down a steep embankment, dodging trees as I careered through the lesser foliage. I eventually came to a stop at the bottom of the Glen.

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How I missed hitting a tree I will never know. After thanking my lucky star ( I must have one) I then rode back to the top of the Glen using the proper track. Arriving back at the top of the Glen where my friend Mick had stopped, the Volkswagen driver had also stopped and had his hands around Mick’s neck, cursing him roundly. As I arrived, making the third man, he released Mick, jumped in his car and sped off. All we could do was to sit at the side of the road and laugh till our sides ached.

A short while after the T.T. the Enfield suffered a monumental blow up, en route back from a race meeting at Oulton Park. Fortunately I was only about a mile from home, so I pushed to finish, as it were. Upon inspection, a broken con-rod was discovered.

While the crippled Enfield was awaiting parts for the rebuild. I accompanied Mick on his Ariel Arrow, along with Les, with his newly acquired BSA C15, on a trip to the South Coast, Torquay in particular. We set off early on a Monday morning. We got as far as Sheffield city centre where Les’ clutch failed. As luck would have it, a local bike dealer was close at hand. What’s more they had the parts needed in stock. Les bought the parts and we proceeded to fix the bike by the roadside. By now it was late afternoon, so it was decided to return home and start again the next day.

The next day, we did well. Reaching Cheltenham by dusk, where we got a room for the night. The old lady that ran this guest house was fierce, so much so that we jammed a chair under the door handle in the night.

The next day we made good progress until it started to rain. Mick carried on in total disregard of the conditions, then the inevitable happened. On what would have been a quick right hand bend in the dry, Mick took the bend just as fast. Off we came, sliding down the road, Mick in my lap. Once again, torn jeans and a sore backside. The clothing industry must have made a fortune out of me and my torn jeans. I don’t remember much more about this trip, so things must have ran smoothly.

Just a week later, returning from a speedway meeting at Sheffield, I was on the back of Les with his BSA C15. Same thing as the week before. a damp road, right hand bend, too fast, on my arse, Les in my lap. What’s happening here. Me wearing out my jeans and my backside, while giving my mates a ride in my lap.

More later.

Oscar

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Silverstone 1985 Silverstone race circuit is well known for its involvement in world championship racing, be it the four wheel variety, or for those who believe racing is about what occurs on the track rather than who has the quickest pit stop. Yes, motorcycle racing. The once military airfield has predominantly been seen as a four wheel, petrol head favourite, but it also has history for two and three wheel enthusiasts.

British motorcycle events that are part of world championships, now identified as MotoGP and World Superbikes, have moved around several UK circuits over the years.

In 2017 Silverstone hosts both UK rounds of both MotoGP and WSB, curiously the former promoted by the yet to emerge, much hyped Circuit of Wales. As a £375 million project in an austerity affected UK, the jury is probably out on the prospect of the Welsh track appearing any time soon.

In 1985 Silverstone hosted the Festival of Motoring History “Motor 100”, which marked 100 years since Carl Benz revealed his first vehicle with an internal combustion engine. As ever with such landmarks there could be debate about firsts, originals, or what constitutes an engine. The organisers were confident about the event tag, as were many members of the petrol head fraternity attending.

Amongst the impressive numbers of participants, the Vintage Motorcycle Club were gracious enough to invite a reasonable contigent of sidecar enthusiasts. Held over the UK's late May holiday weekend, and despite more dodgy weather than good, i.e. rain, the Silverstone event was memorable.

Arriving on the Friday evening to erect our tent it was quickly apparent that “Motor 100” was no small operation. The only downside for we camping types was inadequate catering, so falling back on our own resources was vital. Only downside for our self catering mentality was obtaining supplies, and that on site food was both expensive and limited in variety. Burgers for the in-hand types, and inaccessible facilities for a priviledged few. Brass and class still at large at the home of the British Drivers Racing Club.

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However, the presence of the Federation of Sidecar Clubs humble caravan meant a steady supply of much needed bacon butties (sandwiches for the uninitiated). Welcomed over the course of the weekend, but probably meant a distinct avoidance of the bacon delicacy for some time afterwards. Perhaps you can have too much of a good thing.

Regardless of the predominant dampness, sorry waterlogged conditions, spirits remained high, bolstered by the awesome variety of vehicles present, but mainly by opportunities to ride around the grand prix circuit. Throughout Saturday, Sunday, and Monday, various vehicle types circulated the famous Silverstone grand prix circuit fascinating participants and spectators alike. Even when the track was wet the open nature of the wide, lengthy track was quite an experience.

The Fed display might have been in a large marquee, but that didn't mean it wasn't, shall we say, slightly damp. Water was a feature of the weekend, especially at ground level.

In recognition of the conditions the Womens' International Motorcycle Association presented us with the “WIMA Duck”. As they said as they presented the little yellow plastic mascot, it's “a bird from the birds !”

Opportunities to ride around the circuit for 5 lap motorcycle sessions were personally enjoyed on four occasions. The first was in the sidecar of Colin Bembridge's BMW K100 Wasp outfit along with our young son, James. This was later followed up with a ride in the open sidecar of Bob Higgs' vee twin special Velocette outfit, Vulcan. The latter, in sunny conditions, offered opportunities for some on track photography.

However, the deal was to enjoy the thrill of it all. Nothing crazy, but a great way to experience Bob's unique, self built Velocette special.

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Colin Bembridge, and our son James, about to explore the Silverstone grand prix track potential of the BMW K100/ Wasp outfit

Bob Higgs' very special outfit featuring a classic Steib sidecar. The unique motorcycle element is powered by Bob's home produced vee twin engine comprised of Velocette heads and barrels, but more significantly crankcases, crankshaft, and other parts produced by the man himself.

It has, over the years been featured in numerous motorcycle publications.

Image from aboard the Higgs outfit

. .. plus another

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The first of the two piloting sessions on our Honda Goldwing 1100 outfit around the circuit relishing the ride around motorcycle racing's fastest UK track in relatively dry conditions. In complete contrast was the final Monday ride in the wet, which was conducted in a very different fashion.

This time our small contingent of five sidecar outfits opted for a strategy to hopefully make the soggy onlookers and track commentator take notice. Colin Bembridge supplied disposable, bright oversuits courtesy of his employer, although whether the boss knew is another matter. We started off by circulating at a steady pace in a small convoy, performance capabilities being of course varied. Reports afterwards indicated that this really caught the eye of those watching in what had once again become a serious downpour. However, it was also agreed that for the final couple of laps we could proceed individually at speeds that matched our individual levels of insanity.

Ready for the off on a very, very wet Monday. Pilots suitably attired in the Bembridge team suits. Didn't want the crowds to miss us !

Suffice to say that “progress” was made and at least a couple of our sidecar representatives were able, shall we say, to exploit our outfits relative stability. The wide track helped us take the scalps of just about all our solo track companions. On a dark, otherwise depressing final afternoon of “Motor 100”, it did lift the gloom for those of us fortunate to ride the Silverstone track, and we hoped those watching.

Most of us opted to stay one more night despite the poor weather conditions and packed up on the Tuesday morning. The event was memorable for all sorts of reasons, some positive, others less so. The weather was a significant factor, but it was worthwhile because as a group we made it so. After all, how many out there can say they've ridden around anything like the Silverstone grand prix circuit. Let alone with a sidecar outfit !

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In the greater scheme of things Motor 100 was very much about the four wheel brand of the motoring fraternity. Those of us in the Vintage Motorcycle Club's marquee, waving the two and three wheel flag, hardly compared with the impressive ranks of racing cars, sports exotica, historical vehicles and various interpretations of “classic”. Yet, we still managed to hold up our end and proved an attraction for other participating enthusiasts, plus the paying public.

It fell short in some aspects such as catering and opportunities to easily socialise on the three evenings. However, the Silverstone thing being what is was, and probably still is, exclusivity for the priviledged few is very much what the place is about. The mantra is likely to be, “If you have to ask the price, you can't afford it”.

Nevertheless, the memory lingers on.

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Finally, just to show sidecars mixing it with solo motorcycles !

Waiting for the Off !

No Comment !

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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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Vmax Diaries – Part 1 It's important to understand that there was originally no desire to obtain a sidecar outfit based upon the iconic Yamaha muscle bike, the 1200 vee four Vmax. In fact, of the few options on an original list of “desirables” there was never any thought, or reference to the powerful Yamaha. The situation was all about addressing a situation with our existing sidecar outfit.

We had been fairly content for a few years with the much adapted BMW K1 with Saluki sidecar. When purchased it was obviously seriously modified. Attaching a fairly large sidecar to a somewhat rare BMW K1 required more than a few nuts and bolts.

It's uncertain who of the previous owners had done what along the way, but it's assumed that more than the original creator dabbled. As for what had been undertaken during our custody, well that's a story in itself. Changes to wheels, forks, lighting, braking, and the most radical, a change of swingarm.

The eventual bottom line for the K Saluki outfit was serious weight making it less manageable when not on the the move and sidecar access. Weight meant particular techniques when pushing it around, plus the potential for problems if circumstances required pushing backwards. For a time, the idea of some sort of electrically assisted reversing set up was considered. Relying on the diminishing strength of a senior citizen (your truly), and the long time “reverse gear” (SidecarPat), also a member of the bus pass operative organisation, were hardly sensible arrangements.

As for access and exiting the Saluki, and despite it being originally acceptable, well, another area of age related concern. So, a number of issues came together to conspire against our relationship with the old outfit.

The “what next ?” question led to a lengthy period of research and questions for owners of various bikes that were thought possibilities for our next stage in almost a lifetime of sidecar activity. The eventual outcome was a serious consideration of a complete, well sorted, well priced outfit, a Suzuki 1250 with Watsonian GP sidecar.

Fundamentally, there was nothing to do beyond taking a look and doing the deal. We even made arrangements to view.

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Then, with literally a day or two before travelling to see the likely purchase, we had a lengthy discussion about the sidecar and conceded it didn't suit our needs. Despite the clear attraction of the Suzuki, enough time hadn't been taken to evaluate the equally important third wheel aspect. It was with regret that the Suzuki's then current owner was contacted to call off our visit. To be fair, there was even a good, follow up offer on purchasing just the adapted bike, but at the time it was felt that having to still acquire and fit a sidecar wasn't on the agenda.

Then, perhaps fate took a hand when our friendly scribe, Oscar asked if we might know anyone interested in an outfit that another member of our sidecar club had just put up for sale. The outfit in question had been admired, but up to this ppoint had not even been considered. Yet, after some consideration, contact was made within the day to arrange a viewing.

Mike Connolly's Yamaha Vmax, seen here on the day it was purchased, was effectively the man's dream machine.

Despite lengthy battles with cancer, Mike had put together his idea of something special, and it certainly looked the part. A brand new iconic motorcycle in the shape of the legendary 1200cc vee four, full power cruiser ( bruiser ? ), fited with Unit leading link forks, and alongside a Watsonian RX4 sidecar. Everything new and stunning.

For someone who normally takes time, a lot of time to make decisions regarding purchasing just about anything, and irrespective of price, commiting to the Vmax was something very unusual. However, both of us were drawn to Mike's creation, despite it somewhat exceeding the original budget. Sometimes it is necessary to go for it and the thought of owning the beast quickly turned into reality by agreeing to the asking price. As with so many sidecar outfit deals, it would hav been impossible to have considered duplicating what Mike had paid to create his dream.

The sad part of the tale is that Mike was moving the Vmax on as part of his desire to clear up his presonal affairs. The battle with cancer had ultimately appeared to have reached a sad conclusion, although in the event Mike did manage to enjoy life for a while after our business was concluded.

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At the outset it took some time to adapt to the power and weight of the Vmax outfit.

Compared with the existing BMW outfit, which was still owned and available for use, the new acquisition was a veritable lightweight. Allied to an almost light switch sensitive throttle and soft rear suspension on the bike, it took a few rides to adapt.

Adjusting the suspension preload to its firmest solved the wallowing on left handers, whilst the brain eventually tuned into more controlled handling of the twistgrip.

Without any doubt, the difference to the big, heavy K1 Saluki was significant.

As the miles clocked up over several rides, some things became apparent that required attention. Some caused a little concern, but none reflected upon the integrity of Mike, the original owner. A key issue related to the sidecar attachment.

The original outfit build was somewhat unusual. Mike purchased the Yamaha as a solo from a dealer; the sidecar from Watsonian, and the Unit forks from Hedingham sidecars. Mike also had Hedingham attach the sidecar, who utilised their normal double tube system. However, by using this and mating the Watsonian sidecar chassis attachment points, it meant the lower of the double tubes was quite low (see picture).

Arrow A indicates the lower of the Hedingham double tube arrangement. Arrows B and C would normally, i.e. not using the Hedingham double tube, be the lowest part of the sidecar chassis. The consequence of this arrangement was that the lower tube was so low that it would easily foul on quite insignificant road irregularities. Speed bumps were a constant worry, so a remedy was needed.

An associated problem was that the position of the double tube meant the necessary triangulation of fittings to the bike was inadequate. It was later learned that Mike had experienced problems such that somewhere along the line the clamps to the 26

double tubes had been welded to eliminate movement.

In due course the sidecar was detached, yes, an angle grinder was required, and the double tube altered. This meant effectively “rotating� the tubes, so that the Watsonian chassis elements became the lowest part of the arrangement. Fabrication and welding was professionally undertaken to ensure mechanical integrity. Other than the ground clearance issue being resolved, the arrangement of sidecar fittings became more acceptable.

In the first few months of ownership a few minor amendments were undertaken such as fitting LED running lights, but another issue became more apparent as the the rate of usage increased. Specifically, the RX4 sidecar.

The Watsonian RX4 is a licenced copy of a model produced by the Dutch EZS company. However, there is a concensus that the Dutch product is more favourably viewed than the clone. As we became familiar with our particular version some things became apparent, most notably the raising canopy, which seemed fairly flimsy when compared with other versions. In fact, the outside edge did not sit neatly in the main body recess when the canopy was down (see picture). This first came to be noticed when travelling in a heavy downpour and water was literally pouring into the sidecar.

There were other issues with the sidecar body that required some attention, mostly to do with the quality of fibreglass construction. Advice and possible solutions were sought and in due course remedies were found.

To be continued . . . .

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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.

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If you contact Bob for information, please acknowledge Sidecars On Line 28

SideLines These Boots Were Made for Riding Reflecting on a number of years riding motorcycles, initially solos, and then over 40 years astride various combinations of bikes with a sidecar attached, it's sometimes the detail that matters. Whilst footwear might not be seen as a major factor, it does have a part to play beyond the normal role of being a factor when walking.

Thinking about motorcycle boots in terms of personal history came about when the need to renew arose after experiencing the indignity of wet feet. More on that to come. Yet, when trying to recall what exactly had adorned the feet from the early 1960s, it became clear that the eventual attitude towards appropriate protection didn't really influence the formative riding years.

What became apparent was that for some time, when riding the original 250cc BSA, the appendages at the base of the legs were encased in nothing more than shoes. This at a time when sometimes the sum total of shoes owned was one pair. Work, leisure, social, day to day, posh, whatever, and riding. A rub over with shoe polish would occasionally “improve� the appearance. Dictated style had yet to be influential, or more likely it was still a financial issue. Thre was still some sense of pride, but it wasn't something to lose sleep over.

The prevalent consideration with all riding gear was affordability. When still riding in shoes, hand me down sheepskin gloves that were never intended for riding, and a canvas, over the head anorak, the only specifics were a jet style helmet (courtesy of mother's Grattan catalogue and paid weekly by mum), and preowned Mk8 pilot style goggles. For wet days, a pair of rubberised angler's overtrousers with string waist adjustment. Yes, shoes and socks didn't do too well in rain. They'd dry eventually and hardly influence day to day life such as at work.

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SideLines A significant change in clothing came about when caught out on a long, wet journey from London to Sheffield. In particular, the anorak proved to be totally inadequate, in fact useless, so next day parents coughed up for a new Black Knight jacket. This well proven, traditional, heavy jacket proved to be absolutely resistant to anything a British climate could throw at it. It also highlighted the inadequacy of other items of protective clothing.

As time passed, a pair of wellingtons would be used if a lengthy journey was undertaken, say from the parental home in Sheffield to the employment location near London. However, the wellies were not deemed appropriate when hanging out with mates. Indeed, even the cherished Black Knight played second fiddle for most social riding when a leather jacket was acquired from Lewis Leathers, a Corsair Mk2. It was the early 1960s after all and the jacket was destined to be everyday wear, on the bike, or not. Confession. Still have it, and it fits !

Once the jacket was paid for with the Lewis' manager installment plan, the next step was leather riding boots. Allied to the obligatory white seaboot socks, the rocker look was virtually complete. Virtually because never got around to studs, only a couple, or so lapel badges, the 59 Club and whatever make of bike I had at the time.

The boots, Lewis' Hunter style with the rear, full length zip, plus straps were OK, but in seriously wet conditions could allow some moisture to penetrate. The deal was to keep up to scratch with the polish and dubbin.

These boots did well considering they spent so much time being worn and once received new soles and heels. They eventually were discarded when the zips began to fail, but by then a new option had emerged.

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SideLines The early 1970s, 1972 to be precise, saw the start of a full time sidecar existence.

Small solos, a Suzuki 50cc stepthrough, then a new 125cc MZ, still had a role to play, usually for commuting to work. From Easter of '72 a new Ural with Watsonian Palma entered the fray as family transport. Yes, for all those “serious” weekend warriors out there, family transport. For us, no kids yet, but a family was being considered.

Despite the trials and tribulations of keeping the Russian “BMW” actually performing its assigned duties, the sidecar thing took a hold. By the time the feeble flat twin had been superceded by a Honda 750 four, the influence of other UK sidecar types became a fact of life. This is when the famous Derriboot entered our lives.

Derries were not about some super protective qualities in terms of impact, or resisting the undesirable forces of a crash. No, it was all about keeping the wet stuff at bay, something these black beauties did very well. There seemed to be a time when literally everyone appeared to wear them. Light, acceptably comfortable, and above all else cheap, if bought from the right sources. Remember well buying replacements from sidecar man, Roy Barraclough, particularly at an attractive price.

A bonus with Derries was their versality and them being easily worn off the bike, especially when camping, a feature part of our sidecar life with the kids for many years. Downside could be some discomfort in really hot weather, but that can be said about most boot designs. Without a doubt, Derries have a legndary soft spot with us and, no doubt, others. Whilst no worn much these days, there are still a couple of pairs around the house.

Moving on. Come the time when the kids were no longer part of our sidecar activities, some more leather boots were purchased. These were similar to the Hunter boots that had been a feature of the 1960s solo days. Reasonable quality and comfortable, not as versatile as the Derries because of the old school rear zip design.

Unfortunately, serious wet weather was still a challenge, and gaiters were bought in an attempt to stave off the negative effects of downpours. Style of course, especially with the leather suits we wore at the time, but functionally suspect.

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SideLines When deciding to invest in something more substantial, the choice was AltBerg. This involved a visit to the North Yorkshire factory to be measured and place the order for two pairs. These have performed admirably for around 15 years, particularly the main used pair (SidecarPat only required them when pillion).

Sadly, a few years after purchase, AltBerg ceased their renowned renovation service. This entailed replacement of elements that had worn, or become less effective, such as soles, waterproof membrane, and Velcro fastening. Whilst the AltBergs still did a great job with negative conditions, things did require attention.

In my case, soles coming away from the boot uppers. A solution was to use a reliable adhesive, which did work, but gradually became less effective as other aspects deteriorated. Well, perhaps failed isn't the right sentiment because the Altbergs did provide good service for around 14 years. Crucially, in February of this year, 2017, a winter weekend on the bike led to wet, and therefore cold feet, which suggested the wallet required a dust down and replacements sought.

The best foot forward (pun intended) was to hit the “tinterweb” (www and all that).

So, checked out the website of a national motorcycle gear company that has a branch close to home. Whilst www and all that has its merits for some purchases, boots certainly need to be tried on. This is where things got interesting, to say the least.

Searching for “Men's boots” brought up 87 alternatives. Then, looking at the options to refine the search, there was what seemed a curious choice, namely “waterproof”.

Now, being a resident of the UK, a little island alongside a very large quantity of water, the Atlantic, I'm very aware that water id a very significant element in our lives. The roads are wet, on average, for a third of the time. OK, so, just maybe, motorcycle boots ought to be waterproof, or am I missing something ?

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SideLines Nevertheless, I ticked the “waterproof” option. Result ? Out of 87 choices of motorcycle boot, the list was refined down to 5 ! Yes, FIVE ! Oh well, never mind.

Perhaps it isn't a requirement for those who will only take out their bike when the roads are dry and the local council has been busy with a vacuum cleaner.

Still, I was grateful I could avoid the highly priced, desirable label, Rossi lookalike boots that have to match the rest of the ensemble. Five pairs to consider and settle on a choice. Two options were chosen and a check on availability with the store followed. Research on online forums and reviews gave some indications of value and performance, including the hint that it might be worth going up a size.

Well treated at the store, as in the past when making other purchases, and settled on a pair of RST Adventure 2 boots. It's early days, but so far all is well. As ever the proof is all about time and varying circumstances. They are one size up on the personal norm, which was highlighted both online and by the store manager.

The style of the RST boots does mean the foot section is wider than previous boots, which has meant varying the gear change method. However, comfortable and with the right socks suitably warm. Perhaps the real test will be to have a cold, wet February weekend in North Yorkshire to see how they perform.

Footnote: As this was written, and whilst checking the RST retailler website, a change had taken place in the search options. No longer does it refer to “waterproof” as a refinement to the search for boots. Wonder why ?

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