Sidecars on line 31

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 31 – October 2017

Honda VFR1200X Crosstourer DCT with Champion Daytona sidecar (All about it in the next issue)

UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service.

• The Tripteq Heeler range can be supplied in DIY kit form with comprehensive build manual, complete, or partial build.

• The 'Heeler' has been developed and manufactured by Tripteq in the Netherlands with over 250 units sold throughout Europe since 2005.

• The left hand version was developed in conjunction with Scotia Sidecars to bring affordable technical innovation qualities of European sidecars and conversion parts to the UK sidecar market.

• Options on bodies, screens, & accessories • Chassis option for BMW 'K' and Guzzi motorcycles Telephone: 01333 429451

Mobile: 0773 468 3429

email: info@scotiasidecars.com http://scotiasidecars.com/index If you contact Scotia Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 2

Contents this Issue Editorial – Some serious sidecar memories and experiences in 2017 A Day for the Veterans – A special sidecar day for a group of US military veterans Project Tiger Revisited – Having followed the building of this special sidecar outfit, the chance came for a brief ride.

Oscar's Odyssey – Off to the Isle of Man and the delights of Southport . . . . Where's Southport ?

Was It Really 40 Years Ago ? – Reflections on a 32nd Belgian Jumbo Run and the one that started it all in 1977 Vmax Diaries – Part 3 – Dealing with the curiosities of the battery on the big Yamaha Sidelines – “No More Internal Combustion Engines” Part 2 Broader issues about the uncertain drive to change what we drive, and presumably ride

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

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Editorial A busy period for sure. A few events on the calendar been and gone, particularly in August. Once again some habitual participation with favourites such as the Motorcycle Action Group's “Yorkshire Pudding” rally. Some of our activity has turned out to be very special, although to be honest “very special” was expected.

In the latter half of August it was once again time to attend the Belgian Jumbo Run, this year for our 32nd time. It was also 40 years since we participated for the first time. Added to these two landmarks was that we had our grandson with us. For him something of an adventure to say the least. The five days spent in Belgium proved to be a positive experience for all three of us.

Shortly after the trip to Belgium we headed for the USA, Colorado to be precise.

Once again, we were priviledged to spend time with dear friends in the Rocky Mountain city of Colorado Springs. Not only a beautiful part of the world, but also a fantastic area to ride motorcycles, be they solos, or, in our case, sidecar outfits. The undeniable positive of the time spent with our friends is their mutual passion for sidecars. Regular readers will already be familiar with the work of Doyne Bruner when it comes to creating well engineered sidecar outfits, or “rigs”.

Prior to this trip there was some serious anticipation regarding the possibility of riding Doyne's recent creations, as well as further opportunity to ride the familiar Goldwing 1800 rig. One of the new creations was Doyne's take on the adventure theme, mating a Triumph 955i with his own fabricated sidecar, as featured in Sidecars on Line 26. The other was something even more exciting, and had only been built in recent months.

Fitting a sidecar to a Honda VFR1200X Crosstourer is different, and probably unique.

Other than the perceived novelty factor, the big story is this Honda has the automatic, DCT (double clutch transmission) gear change system. Having followed the build through images and being very impressed (see Sidecars on Line 30), the anticipation was significant.

Within a day of arriving in Colorado, the offer to take a short ride on the Honda rig was gratefully accepted. However, this brief introduction, clearly influenced by a fair degree of adapting to the vehicle as a whole, was intriguing enough to anticipate more opportunities. The outcomes of the experience will feature significantly in the next issue, Sidecars on Line 32.

SidecarJohn

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A Day for the Veterans Back in 2001, when first visiting Colorado for the first time, and beginning our now cherished friendship with Doyne and Darlene Bruner, we became aware of the nearby, military facility, Fort Carson. Our friends dealt with serving soldiers on this huge base through their motorcycle business. They also displayed a particular emotional connection with all base personnel. Darlene universally described them as “our boys”, most poignant following tragedies abroad involving US military personnel. Doyne having himself served back in the 1950s, including time based in Germany, reinforced their undoubted support for military folk, past and present.

On our most recent visit to Colorado to spend time with our good friends, a trip with no advance schedule, but more a “what shall we do” kind of venture, mention was made of participating in providing a few military veterans with sidecar rides. Saying yes was a no brainer.

An early start for the 6 Apex Sports outfits

The Sunday in question started early, 5.20 am to be precise, with a coffee and riding along virtually empty roads to meet up with others that our hosts had “signed up” for the day. All told six sidecar outfits left Apex Sports in Colorado Springs at 7.00 am for the ride south down Interstate 25 towards Pueblo and heading to the Harley dealership for coffee and donuts.

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Our Apex group were first arrivals at the Harley dealers in Pueblo, soon joined by a three more outfits, plus supportive solo motorcycles. Not a large contingent, but what soon proved to be a very friendly gathering.

The group gathers

Around 8.00 am we set off from the Harley shop, having been joined by a couple of Harley outfits and another Apex built outfit, to ride a few miles to the Oakshire Nursing Home Care Unit of the Department of Veteran Affairs in Pueblo. This facility primarily caters for US military veterans directly affected by physical and mental trauma resulting from campaigns including Vietnam, the Middle East, and Afghanistan. Sensibly, our sidecar run was planned for the morning because of the heat normal in southern Colorado. In the event, it was already very warm.

All those veterans involved had varying levels of disability resulting from their service in far off war zones. It was clear that these guys had suffered and all required extensive, dedicated care, which the Oakshire staff certainly provided. Each veteran was assisted into the sidecars by staff with the use of a high tech electric hoist. Every part of this operation was undertaken with care, consideration, and without any loss of dignity. Once all our passengers were ready we set off for our ride into the centre of Pueblo led by a police Harley with the biggest officer we reckoned worked for the local police department.

As it turned out, not just physically big, but a guy with a big heart and someone who enhanced the whole experience.

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The convoy leaves Oakshire for downtown Pueblo

Our progress through the city was made special by the additional police escort provided of three police cars. Perhaps the best way to describe our very effective “shepherds� is to say they were having fun whilst we went unhindered through junctions and traffic lights. Great job, guys.

It has to be said, our Pueblo police escort were having fun too

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Medal of Honour Memorial in Pueblo

Our relatively short ride included a brief stop at a military memorial in downtown Pueblo followed by a couple of circuits around a local park. Then it was a much quicker ride along a dual carriageway before the last couple of miles to Oakshire. Here our first ride concluded, our passengers disembarked. A couple of the veterans, who could speak, emotionally thanked their riders. We were grateful for the happy smiles courtesy of our passenger, Dan, a long time retired US Air Force captain.

Ride around Mineral Palace Gardens, Pueblo

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Still, the event was not over as we had a second group to take on a trip around the city. This was a repeat of the first circuit and just as fulfilling for all, including, no doubt, our police escort officers. Fun times two !

The gratification shown by the second group of veterans was tangible and quite moving. This time our passenger, Lewis, was a little vocal and seemed happy with the experience. Again, another who had served in the US Air Force.

Proud to have joined with those who served

The event formally concluded with all round satisfaction, smiles, photographs, and a sense of fulfillment. Perhaps the only downside was recognising that we had in a small way provided these severely affected military veterans with a different experience. Despite the efforts of those who support and care for them on a daily basis, life is likely to be a difficult existence. Ultimately, the only guarantee of war is to provide victims.

We are grateful we were given the opportunity to be involved in the event in Pueblo. Whilst a small endeavour relative to other endeavours by the motorcycle community to show it cares, the few hours we were involved was extremely fulfilling on a personal level. It also served to illustrate how insignificant some so called “difficulties� in life are in reality.

Finally, some of the stars of the show and supporting cast . . . .

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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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Project Tiger Revisited Doyne Bruner’s adventure styled sidecar outfit, Project Tiger, was intriguing even at a distance, i.e. images received. Colorado Springs is not exactly on a bus route out of West Yorkshire, so initial observation was all about images and communication courtesy of the world wide web. A more significant appraisal meant waiting for a long planned visit to our dear friends in the United States.

First visual impressions of the rig more than confirmed the quality of this marriage of the Triumph 955i Tiger and Doyne’s wholly purpose built sidecar. All very different from anything inn our personal experience and distinctively different from similar off roaders we've seen around, mainly in mainland Europe. The construction is nothing but thoughtful, purposeful, and attractive.

A familiar, modern take on what comprises a contemporary road going sidecar outfit, this isn’t, but at first sight there was a desire to have a ride.

From a personal perspective there were a few points to consider. No experience of riding such an outfit anywhere and, perhaps as relevant, never having ridden a latter day Triumph. The Hinckley Triumph line has been around for over 25 years and the company has gone from strength to strength with a diverse range of models, but no model has never been ticked off as a bike ridden. Much could be said of other motorcycle makes and models, it has to be said.

Truth be told, have only ridden two Triumph motorcycles, both out of Meriden.

The first a 1951 650 Thunderbird was kindly provided by a friend as a stand in bike for one week whilst my own BSA required attention. The other, a 1968 Bonneville was enjoyed for about an hour when another friend offered his bike to “cheer me up”. At the time, it was the fastest I had ever been when in charge of a powered two wheeler, which did go some way to creating a smile.

Back to the Bruner Triumph. First impressions, beyond the right hand mounted sidecar, riding on the “wrong” side of the road, and the different high ride position, was of a pleasing gear change and the tractability of the 955i three cylinder engine. Quite a joy and helped to quickly relax with what after all is someone else’s pride and joy.

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An initial ride up and down the street removed the usual trepidation, then it was down to an introductory ride through residential streets and eventually onto Cheyenne Canyon, a narrow tarmac road on the outskirts of Colorado Springs.

This ride was a brief, but pleasant experience at the end of our first full day in the Rocky Mountains.

All was well with the ride for both of us, notably the high seated sidecar passenger, the experienced SidecarPat. She probably started with some anxiety about riding alongside on something so different from any of the varied sidecars owned and experienced over the years. To be suited up and additionally wearing a helmet and gloves due to being out in the elements rather than within a conventional sidecar body, was different. Yet, her judgements at the end of the ride proved to be most significant.

Riding wise, the Triumph outfit was very stable and tractable riding up the canyon and did impress from the pilot’s perspective. The short ride involved switching to another, very different sidecar outfit for the return leg, so a full rider appraisal was still some way off.

Sadly, circumstances and schedules prevented a further opportunity to ride the Project Tiger Triumph. However, the now fearless sidecar passenger stated that her ride had been exemplary, much better than anything previously experienced riding in a sidecar. Praise indeed, and very much the main conversation topic afterwards.

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Little doubt that the combination of excellent sidecar suspension and probably the fitting of a sway (anti-roll) bar are major plus points on this outfit.

Something that provides some food for thought on the whole subject of sidecar passenger comfort.

Whilst another ride on the Triumph was missed, some days later the opportunity to see it perform in the hands of another rider, Doyne's son Tom, arose. In a small convoy of six sidecars the Triumph clearly handled well and most certainly easily maintained interstate speeds. Such use might not be part of the deal, but still impressive.

Perhaps not this Triumph's preferred habitat, but still has presence

During follow up conversations about the Triumph outfit the issue of more protective enclosure, the regular global debate about sidecar passenger access, and some detail thoughts, led to the inevitable. Whilst happy with the outcome of this particular creation, the man from Apex Sports, Doyne Bruner has thoughts about improvement and positive changes. You just can't keep a good man down.

Now, Doyne, how about a flat chassis with that Project Tiger sidecar suspension set up of yours ?

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My “Quest” Quite a few years ago the actor, David Jason, along with Hywel Bennett and Roy Hudd, starred in a television movie called “ The Quest”. The movie was about three long time friends, reminiscing about a road trip on their motorcycles. As I watched the movie, I realised that a very similar thing happened to me, and my friend Mick, many years before.

In 1963 to be exact.

Earlier in the year, four of us visited the Isle of Man for the T.T. races. I related this tale in an earlier “Odyssey”, the first time I had gone there on my motorcycle. The experience was still giving me a great buzz. Come the end of August, it was “Manx Grand Prix” time, so Mick and I really just had to re-visit the “Island”.

A week was out of the question. A week in June had put paid to any more holiday time, plus also being rather skint (Ed: Yorkshire term for being devoid of money). As there were only 2 race days at that time, the 250cc and 350cc races on the Tuesday, and on Thursday, the “Senior” Manx Grand Prix. it was decided that we would go for the Thursday race.

No great preparations were made. After all, we were only going for the day. So, off we set, late on the Wednesday afternoon. I, on my Royal Enfield Crusader, and Mick on his Ariel Arrow. Nothing unduly happened on the ride to Liverpool, which in itself was rather unusual.

We duly arrived at the “Pool” well in time for the midnight sailing to Douglas.

Now, where do we park our bikes ?

Liverpool's Pier Head area in 1967

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The multi storey car parks were not in the least inviting, too dark and not enough people around. This problem was sorted when a friendly attendant at a filling station offered to keep an eye on them for a half crown each (22½ pence). This was good enough for us, parked up at the back of the cubicle both without locks. Better still, just a stone throw from the docks.

Isle of Man ferry, “Ben-My-Chree”

Going as a foot passenger reminded me of the first time going to the races in 1961. Then, as now, we went for the day. The Friday Senior T.T race day. This trip was organised by local motorcycle dealer, Frank Roper’s. This trip was held every year, and was extremely popular. We travelled by train from Sheffield, right up to the side of the dock in Liverpool.

Off the train and across the dock road and onto the “Ben-my -Chree”. You never forget your first time, whatever it may be.

I remember sitting outside of the bar waiting for us to sail. There was a guy playing sea shanties on a mouth organ. Soon after another guy joined in with his squeezebox. As the ship set sail the door to the bar opened and we all scrambled in, all trying to grab the best seats. Music, laughter and new friends made. That sailing is never to be forgotten. I think of it often.

Not having transport meant that we couldn’t stray far from Douglas, so for the second time without motorcycles at the races, we had to leg it to a vantage spot. We eventually made our way to the bottom of Bray Hill. This section is terrifyingly fast. Even in 1963 the speed was frightening.

As the back markers were doing their final lap the crowds were drifting away. Mick and I were left propping up one of the barriers. Then as the “Roads Open” car flashed past, the marshals took away the barriers and we were left in the middle of the road. Rather embarrassing that. I must add that we were rather knackered.

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The Welshman Griff Jenkins won the race at a speed of just over 96 mph. Peter Darvill was 2nd, and James Guthrie was 3rd.

Yes, that’s James Guthrie, not the famous Jimmy Guthrie. At least I can say that I saw a Jimmy Guthrie race in the Island.

On the sailing back to Liverpool, we decided that it would be a shame to go straight back home. Without much preamble, it was decided that we should head to Blackpool for a couple of days. Once back at Liverpool we retrieved our bikes, (be honest, you thought they must have been nicked by now) and set off for the bright lights of Blackpool.

As we rode out of Liverpool it began to rain, rather heavily. On we ploughed into the dark and the rain. A wrong turn put us on the road to Southport. Being tired, and more than a little fed up, we thought it a good idea to stay the night in Southport, and carry on to the hotspots of Blackpool the next day. After having a burger in a “Wimpy Bar” (remember them) we asked a policeman where could he recommend digs for the night. He directed us down a street where it was most likely we would be accommodated.

Riding down a street at random, we picked a door that was lit up, and rang the bell. A middle aged fellow came to the door, and after asking him if there was any vacancies, he said, “ Sure I have vacancies, but you will be much better off at number 38”. This mystified us, but we tramped down the 100 yards or so to number 38. We once again rang the bell, and waited. A light came on in the hall, and through the frosted glass we saw this very girly shape appear. After a bit of elbow nudging between us, she opened the door. She was gorgeous. After our enquiry of B&B she said, “ I’ll just go and ask my Auntie”. This was looking good. Auntie appeared with another teenage vision at her side. “Yes, I can put you up for the night. You can have the room with the radio in it” Wow, luxury. We set off back down the street to retrieve our bikes accompanied by the girls who were quite keen on having a pillion ride around the block. As the rain had stopped this was no problem. Having abandoned our bikes in the street we couldn’t wait to get up to our room with the radio.

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It wasn’t long before the two girls invited themselves in. There wasn’t much left of the day, and we were knackered. But, boys being boys and girls being girls, we had plenty of fun into the early hours. Listening to the radio of course.

The day after, and the day after that, was spent with the girls. Most of the time we were riding with the girls clinging to our backs, up and down miles of the beach, in and out of the sand dunes there at Southport. I think it is safe to say that we had rather more fun than David Jason and company.

The sand

dunes of Southport !

Come Sunday, and it was time for the two girls to return home. We had a home to go to, also. After all, it was back to work on the Monday. Blackpool had to wait.

We promised faithfully to keep in touch. I wrote one or two letters, and got replies from Josephine, which was one of their names. The last letter she told me that she was seeing a guy that was into racing a sidecar outfit. She did give me his name.

Last year while reading a magazine from the Isle of Man. A page of nostalgia related happenings, mentioned his name. I wonder, are he and Josephine still together ?

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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Was it really 40 Years Ago ?

August 1977 saw our second serious trip into the great sidecar unknown. Our trusted Honda 750 four, with Watsonian Palma sidecar attached, the one that originally came with a new Ural back in 1972, was being asked to do something a little different. Up to then the outfit had been everyday family transport (no car), and served as our leisure vehicle. Days out, plus some involvement with other sidecar enthusiasts had developed and seen us venture off to Scotland with our two year old daughter for a holiday.

Then, following attendances at the Jumbo Run, the UK's original sidecar day for disabled/ handicapped children, plans were made to venture further afield. This big adventure was to participate in the 7th Belgian Jumbo.

Plans were made to expand the itinerary. As we were already established campers, potential financial limitations easily overcome, at long as we were careful. However, our camping equipment usually required towing a trailer. Costs for the Channel crossing meant abandoning the trailer. Despite using a smaller tent and reducing equipment there remained problems of carrying all we needed.

Two adults, a four year old, and sufficient stuff for a near two week holiday was challenging. Oh, and the not so small matter of the good lady being “with child”.

No pillion possibility for her, so less room in the Palma for “stuff”. A late addition of a rack ahead of the sidecar screen was hardly pretty. Overall, the outfit looked very . . . interesting ?

The itinerary involved travelling first from our Sheffield home to Stratford upon Avon for a couple of nights. The tourist bit was done in typical UK summer weather, slightly damp. The lasting memories are of a near miss with a dodgy cafe meat pie, just spotted in time, and so we surmised avoiding a gastric nightmare. A leaking tent meant precious money was spent on a very large plastic sheet to act as a flysheet. Thankfully it worked, even if it made the small canvas dome tent look like a large, collapsed parasol.

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The next stage was a ride to Bristol for the Honda Owners' Club annual Rally where our Honda gained Best Special prize. No sidecar award, so we reckoned it was the curiosity factor of a pregnant wife, little girl in a pushchair (stroller), and that we were also venturing off to cross the Channel.

On Monday after the rally ended we rode to Margate for two nights. Tuesday involved the obligatory sea and sand for the little one. On Wednesday we rode to nearby Ramsgate to board the Calais bound Hovercraft. A speedy experience compared with conventional ferries, but noisy. Maybe noise was not a big deal for we motorcycle types, but the effect on predominantly car travelling passengers probably accounted for why Hovercraft services declined.

On reaching France, and at that time having no real insight of the route to our eventual destination, the ride to Flanders was hardly easy. Strange roads, wrong side of the road, two precious passengers, it wasn't easy. We were in a strange situation and our map was not too detailled.

Late in the afternoon we rode into Gits (pronounced “hets�) and sought directions to the Dominik Savio Institute. Riding into the institute's grounds on that dark evening we spotted a single tent with a UK registered sidecar outfit alongside belonging to Derek and Chrissie Cullen.

Meeting them proved a blessing for our first family trip beyond the UK. It also began a friendship that happily brought our families together for a few years.

How we travelled to Europe in the early days with a loaded Honda four outfit.

The 1978 image, conceals the attached trailer. Two children, a frame tent, other camping equipment, and baby paraphanalia required a trailer. No comment, but happy days.

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That first Belgian Jumbo weekend was memorable for it introduced us to many new friends and associations. Some have lasted to this day. For the sake of that original five day return ticket, our sidecarring lives were destined to change in many ways. Perhaps this is why for ourselves, and our family, there has remained something special about the Belgian Jumbo.

So, 40 years on, and it was time to participate in the 47 th Belgian Jumbo, still based at the Dominik Savio Institute. Now the experience is different from back in 1977, predominantly positive. We haven't attended every year since our first, but 2017 saw us ticking off 32 years. Work and other life issues have meant it impossible to participate, although good ties with friends and the Dominik Savio Institute have been maintained in other ways.

The significant difference form our early years in Belgium is the decline of UK based sidecar participants. Our entry has been the sole one now for at least the past three years. Something of a shame, but perhaps understandable as life moves on for many. However, should anyone out there be interested, get in touch via sidecarjohn@gmail.com.

2017 was particularly special due to the involvement of our grandson, Cameron, enthusiastically following in his mother's and uncle James' footsteps. The travelling went well, helped by staying at friends Dave and Shirley's on the outward and return journeys. Cameron knowing the couple helped, enhanced by their kindness towards him.

The crossings to and from France were via the Channel Tunnel, now familiar to us, but for a young boy on his first big trip in a sidecar, something special.

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Once again ourselves and Cameron were very grateful for the hospitality of our dear friends Marc and Nele Vandepitte in Hooglede. This couple, both now retired from long and honourable service as staff at Dominik Savio, have been like family since our paths first properly crossed in 1979. Great memories.

Our grandson fully participated in the spirit of the Belgian Jumbo Run. He certainly thrived riding pillion on the Run itself, and coped very well with the nearly two hours riding in convoy with around 160 participants. The fun fair at our Torhout destination was a bonus. Particularly pleasing was Cameron's positive approach to the folk we sidecarists took out for the day. His enthusiasm for the event proved to be very gratifying.

For us the new memories of this long weekend rekindled those of the past, as well as ensuring that for each of us, grandma, grandad, and grandson, the 2017 edition of the Belgian Jumbo was very special.

Prior to attending for our 32nd Belgian Jumbo at Dominik Savio, the thought had been this would probably be our final time. However, the experience and comments from friends had us thinking that further attendances should not be out of the question. When the invitation arrives sometime next year it could well justify a rethink.

Footnote: In the early days, when cameras involved something called film, it was usual to “take photos�. Over the years sometimes there were many photos, but sometimes hardly any. Opportunity was, and remains a factor, but key was the getting film developed and affordability.

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Photography has radically changed. The concept of film, developing, and printing is effectively history. The digital revolution has changed the whole scene even if you still use a camera rather than a smartphone. At the 2017 Belgian Jumbo we had three camera “operators�. Here are just a few of their images.

British Tourists ?

Jumbo lunchtime

Cameron at the helm

Tyn Cot Memorial Cemetery

Brugge Canal Ride

Eating Again !

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Vmax Diaries – Part 3 Changes to lighting on the Yamaha had provided the benefit of improved lighting, plus also meant a reduced demand on the charging circuit, including the battery. Amending the wiring to isolate the headlight from the ignition, plus adopting LED lights played a part, however, the signs were that a new battery was required.

In retrospect, there might have also been issues with my starting technique that meant the engine didn't fire up as easily as it should. Motorcycles of all sorts can have their quirks when it comes to starting, which can require that “special” routine.

Some things only come with time. I eventually cracked a reliable (touch wood) routine.

Past experiences with batteries has varied. The most unlikely options have sometimes proved good, whilst much vaunted, expensive ones have on occasion proved otherwise.

With the Vmax another consideration was the battery location. Nothing unusual in a battery being beneath the rider's seat, but the ignition coils have to be disconnected and removed for battery access. Easier battery checks meant something fuss free, i.e. fit and (almost) forget.

Some research led to a MotoBatt as online forum comments seemed favourable. As a cheaper option to the venerable Odyssey battery, the yellow Motobatt seemed a good choice.

Also, claims for this so called fit and forget battery suggested an ideal solution for the Yamaha's awkward battery position.

However, mustn't forget that past purchases of the esteemed orange Odyssey, with its claimed space age credentials, hadn't been trouble free. Still, tried to remain positive.

Without going into the futility of the Motobatt very soon not living up to expectations by not staying charged, consequential frustration with the supplier, and less favourable forum commentaries meaning I should have read a little more in the first place, an alternative was locally obtained and fitted. To date this has done the business for three years.

What did arise in the battery saga was not just the awkward battery location, but also the nature of the Yamaha's battery holder. A tight fitting, plastic “box” might have merits, but from the outset successive plastic bodied batteries, effectively meant serious resistance to removal.

The problem was that the plastic surfaces of both battery and “box” effectively “stuck” together and seriously hindered removal. Installing a battery wasn’t so bad as some acceptable “lubricant”, WD40, even washing up liquid, would make the job less troublesome.

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The solution to ease subsequent removal was to place a narrow nylon strap looped around the underside of the battery. This means the strap is used to extract the battery, something that otherwise proved difficult.

Note: The original battery was so tight that it was necessary to fabricate a hefty cable with end terminals and bolt it to the battery's two cable connections, and use to raise the rogue battery.

In addition to employing an ever present, looped strap, the actual plastic container was removed and cut at diagonally opposite corners, so as to avoid the previous problem of the container and battery effectively adhering to each other. The prospect of battery checks and removal is no longer a daunting prospect, even if the ignition coils still have to be detached.

A final consideration relates to keeping the battery sufficiently charged, so the Vmax can be reliably started. For some years connecting battery tenders (Optimate and others) had been the order of the day any time the outfits have been consigned to the garage for anything beyond a few days. For a time this was absolutely necessary with the now departed BMW K, as it would often be a poor starter after only a few days.

However, following the demise of a battery and subsequently determining that there was an electrical power drain, a battery cut off switch was fitted. No more problems resulting from the mysterious power drain, so less consequential strain on the battery. To ensure that starting would not be a problem, particularly in cold weather, a routine was established. This routine has been continued with the Vmax, although so far there has been no apparent need to fit a battery isolator switch on the Yamaha.

A day, or two prior to a bike ride, or trip, the Optimate is connected to ensure that all is well with the Vmax come the time to “hit the button�. This situation was encouraged by commentary from battery suppliers and others highlighting potential problems with permanently connected battery tenders. Apparently there are issues of battery compatability with different tenders, as well as batteries being negatively affected by how some tender charging cycles operate.

It is clear that battery technology has changed over the years, what with Optimate now producing various battery tenders whereas there was a time when the original was deemed to suit any battery. Equally, some batteries, notably lithium are tender specific, so not just any will do. How times have changed.

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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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SideLines “No More Internal Combustion Engines” - Part 2 The idea of abandoning internal combustion engines, i.e. fuelled by petrol and diesel, has gathered serious pace over the past half decade. Although the alternative energy bandwagon has been around for some considerable time, this has now been promoted from a cause associated with “hippies” and “tree huggers” to the mainstream.

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The irony is that many of the problems now seen to be affecting developed societies are highlighted by politicians, most of whom had previously ignored, disregarded, or opposed dealing with emerging issues. In the UK the contentious issue of air quality has been blatantly disregarded by the very political agencies and personnel, who now make great play of their support for stringent measures to supposedly resolve air pollution issues.

The very “experts” proposing solutions are in many cases the self same characters, who have potentially helped create the problems by ignoring the facts, plus adopted policies that have actually promoted vehicular pollution. The classic case in the UK is the poltical and economic promotion of diesel engined cars, even granting them lower road tax as incentives. Now, in 2017, the diesel car has become a technical leper, plus there is even talk of scrappage schemes. The problem isn't all about dodgy technical trickery by German auto manufacturers.

The question is, how much can be believed, or trusted in proposals to change the whole fabric of transportation, something that has taken many decades to evolve ?

Equally, how can the current enthusiasm be satisfied even in a relatively small country such as the UK let alone in larger, more complex regions of human habitation.

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SideLines So, can political promises and undertakings now being openly promoted be satisfied ?

When the French president decrees that France will end the sale of petrol and diesel cars by 2040, i.e. in a mere 23 years, what does this mean ?

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That all cars produced in France, or elsewhere by French companies, will no longer be powered by petrol, or diesel ?

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That some deadline will exist, or will have already been initiated, to remove existing petroleum fuelled cars from the roads of France ?

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That the appropriate national infrastructure for alternative powered cars will be in place to enable users to reliably use their new vehicles ?

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That older vehicles and other transport systems will retain an infrastructure to supply them with petroleum based fuels ?

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That non petroleum French cars will be certain of accessing energy supplies beyond France ?

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That the assumed alternative energy supply, notably electricity, will be plentiful and economic ?

Clearly, the answers to these questions are just as valid for those similar proponents of alternative energy transport beyond France, be it suggestions to replace vehicular power with “clean” energy, or charging vehicle users to enter major cities.

There are examples of electric vehicles producing encouraging comparisons with fossil fuel power. Performance in terms of speed and acceleration are well publicised to presumably impress die hard petrol heads. Out gunning fossil fuel vehicles has impressed, but could be seen as a diversion from the serious question mark over capabilities in terms of vehicle range and readily available energy replenishment.

Whilst there have been serious improvements in the miles electric vehicles can travel, doubts remain. Vehicle lighting, heating, and ever more complex electronic systems means questions will remain. Impressive speeds and acceleration as headline features are hardly real world, just as they aren’t with vehicles which use fossil fuels.

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SideLines The yardstick is surely that fossil fuels provide power to usually cover a useful distance. For average UK cars can cover somewhere around 400 to 500 miles on a tankful. The beauty of the internal combustion engine is that a fuel stop entails a brief stop to refill and then carry on, potentially taking no more than a few minutes.

Replenishing this source of required energy predominantly wastes no time.

As things stand pure electric vehicles require time to recharge, something maybe not conducive to time available and a busy schedule. In addition, there is a need to occupy a charging location, notwithstanding availability. Currently (excuse the pun), charging points are very rare, although once located it’s unlikely there will be a queue !

The problems of range and recharging electric vehicles has already been recognised by vehicle manufacturers with the introduction of hybrid models. The mass produced Toyota Prius was at the vanguard of the hybrid revolution when launched in 1997. The original non plug in Prius originally had a 1.5. litre petrol engine with an electric mode (EV) that operated at low speeds in urban environments. As long as the battery pack is electrically charged the Prius starts in electric mode.

Throughout the Prius’ production run design changes have been made by Toyota. Notably, there was some criticism by hardline eco warriors when the Prius petrol engine size was increased to 1.8 litres, irrespective of the possible operational benefits. It is worth noting that the overall fuel consumption figures for the Prius hybrid is around 48 miles per imperial gallon, somewhat less impressive compared to more extravagant figures often quoted for such vehicles.

Today hybrid cars have become more widespread with most major manufacturers offering their own interpretations. In the greater scheme of things it is likely that the hybrid approach is in many ways more conducive to an acceptable alternative to the pure electric road vehicle for a number of reasons. The main one being that the hybrid already fits into existing infrastructure and economic models, whilst pure electric requires some dramatic technical, economic, and infrastructure developments.

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SideLines Then there's the thorny issue of energy supply and consumption. The world has become universally demanding when it comes to electricity, even without the projected and presumed inevitable requirement to “fuel” electric vehicles. Plus, this demand isn’t merely for the energy to power vehivle drive trains, but also numerous electronic gizmos and controls.

For example, the parallel development of autonomous (robotic) systems, and those features involving “location” (GPS). Satellite navigation is destined to be more than “route calculation”, as we already have vehicles sensing inclines that in turn automatically initiate gear changes (Mercedes trucks). Road toll charging, vehicle condition alerts from manufacturers, and distant tuning adjustments are all existing technologies, even if not currently commonplace. Even if technical applications become predictably more efficient, the reality is that in energy terms nothing comes free. Linked systems consume energy even on standby.

Crucially, the world's future energy demand extends far beyond the domain of personal transportation. A significant, seemingly disregarded area relates to the development of human habitation. The dramatic modernisation of some countries, especially those with warmer climates, has witnessed a massive growth in air conditioned buildings. Be it in the Middle East, or other emerging countries, residential and commercial construction inevitably features air conditioning.

Irrespective of global warming issues, air conditioning usage is exponentially increasing at a rate that dwarfs some other demands. How much is this being considered in the greater scheme of things ? Is it actually possible to eliminate the use of fossil fuels ? How about putting some serious consideration to reduce, even eliminate the undoubted negatives of using fossil fuels ? Then maybe that 60 years worth of oil sitting under Saudi Arabia, plus undoubted reserves elsewhere, can be used in a way that doesn't have harmful side effects.

Finally. A big selling point for electric vehicles has been comparing the financial cost of operation between fossil fuels and simply “plugging in”. However, governmenmts do very well out of fossil fuel consumption with all sorts of taxation and duties. Does any body actually believe that the personal transport “cash cow” supplied by vehicle users will simply disappear with the demise of dinosaur juice ? Didn't think so.

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