The Online Mini Magazine for Sidecar Enthusiasts
Sidecars On Line
Available Bi-Monthly
Issue 33 – February 2018
1917 Harley Davidson scheduled to grace the 2018 Scottish Motorcycle Show Hard to resist an absolute classic
UK Importer for Tripteq Sidecars, Parts, & Accessories
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• 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
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Contents this Issue Editorial – Dealing with winter, Sawing a sidecar in half, and a summary of issue 33 Project Tiger Revisited – Seen the pictures, now the ride and a closer look at a special interpretation of the “adventure” theme Oscar's Odyssey – Going racing in North Yorkshire ? To watch, that is, and featuring a stunning hairstyle ! You did what with your sidecar ? – Take a fairly reasonable sidecar, owned since new, anmd saw it in half. Well, the kids were getting bigger. Vmax Diaries – Part 4 – Dealing with carburettors, past and present Sidelines – “The Times They Are A Changin'” - From the cathode ray tube to vehicles that run solely on batteries
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Editorial Another UK winter that is unpredictable. One day depressingly cold, wet, and dark, the next almost tempting the idea of a barbecue. At least that's how it seems where we reside alongside the Yorkshire Pennines. On good days it has been good enough to justify a ride out, albeit suitably protected against wind chill, other times too foul to even venture into the garage to undertake a few desirable modifications, or servicing. Significant is trying to progress with the Goldwing project (bike modifications, plus sidecar renovation). Something of a juggling act on the days free from family duties when a better day is a toss up between a Vmax ride against a day with tools. Certainly not close to the original schedule, but making headway. No doubt that a certain amount of the sidecar bug has been about the satisfaction that comes from working on outfits just as much as the riding, plus consequential memories that have come from days out and longer trips both in the UK and further afield. The working aspect does, of course, relate to servicing and maintenance, but memorably from the various projects undertaken over the years. In this issue, an account about the first serious endeavour when taking a perfectly reasonable Watsonian Palma and sawing it in half ! Not some mindless rejection, but the first step in making a relatively narrow sidecar usefully wider. Other features in this 33rd edition of Sidecar On Line are another tale from Oscar, again recalling the days before sidecars became a feature of his motorcycling. Another Vmax Diary looks at the big Yamaha's notable carburation system, as well as comparing with past motorcycles that featured fuel set ups before injection became commonplace. A repeated theme in these pages is the consideration of the radical changes of recent times in the field of personal transportation, notably relating to the revolution in electric motive power, complex electronics, and robotic/ autonomous vehicles. This time around something of a broader consideration of what is actually available at the present time. Issue 26 contained an article on the building of an adventure styled Triumph triple sidecar rig/ outfit built by Doyne Bruner of Apex Sports in Colorado, USA. On our recent trip to the USA an opportunity to sample “Project Tiger� and cast a closer eye over the construction was afforded by our good friend, Doyne. An account on the riding experience can be found in this issue. Again, another fortunate experience,
SidecarJohn
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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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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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In earlier “Odysseys” I told tales of riding up in North Yorkshire. I have had more than enough dodgy escapades in this region to last me for the rest of my days. So, why do I persist in keeping on going there ? The answer is so very simple. It is one of the most magical areas within striking distance of a days ride out from my home in Sheffield. As a youngster, I would go with my parents on regular occasions up to Bridlington, Scarborough and Whitby. Always, I was fascinated by the rolling hills of the “Wolds”, and some of the steep hills that had to be negotiated en route. I suppose, then as now, it was always the journey, not the destination. My first trip up there on a motorcycle, was, if my memory serves me right, would have been in early 1963, probably in March. The winter of that year was a bad one, lots of snow, and extremely cold. Most of the roads were suffering frost damage. Potholes and cracks across the carriageway meant progress was, at the best, a guessing game as to what was around the next bend, but youthful exuberance and ignorance meant that this was of no consequence. I remember I was on the coast road between Bridlington and Scarborough. A fog bank rolled in reducing visibility down to a few yards. Even though I rolled back the throttle, I was still going too fast for the conditions. As I breasted a rise in the road I hit a wide crack in the tarmac, the front wheel of my Enfield lifted, and before I knew it I was heading for a gate into a field. Fortunately the gate was open, and I came to a stop about 20 yards in. Somewhat chastened, I regained the road and eventually reached Scarborough without further incident. Later on, in September that same year, I along with friends went to the International races there. Looking back through the programme, WOW, it was a virtual who’s who of the stars of the period. Names such as Rob Fitton, Tom Phillis, Selwyn Griffiths, Dan Shorey, Derek Woodman, Stuart Graham, John Hartle, and Derek Minter. Not to forget the sidecars. The foreign entry was staggering. Otto Kolle, Florian Camathias, Alwin Ritter and Max Deubel. What a line-up. The sidecar race final was won by Camathias, with Deubel 2nd and our own Charlie Freeman 3rd. At that time, Freeman was virtually unbeatable at Olivers Mount.
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We must have been at Scarborough for the weekend, because I remember walking round the town that night looking for a pub. We came across the Citroen transporter of Florian Camathias. This was an estate car and his racing outfit was fitted snugly inside with the laurel wreaths of victory casually draped across the rig. Not a lot of room, I might add. It was noticed that a small propeller was fitted underneath the tailgate of the Citroen. As we were discussing this, who should walk around the corner, but the man himself, Camathias. When we quizzed him about the propeller, he replied, “Well, I have to get across the English Channel somehow.” This made our day. I still have the programme signed by Camathias and his passenger, A. Herzig. A year or two later, up Yorkshire again, somewhere near Hornsea. This time on a Norton with my girlfriend (later, my wife). We were accompanied by Alf and girlfriend, plus Roy and his girlfriend. Roy had his 650 Triton and Alf had a 650 Triumph with Jet 80 sidecar. This was just a camping weekend, no race meeting to consider. I don’t remember too much of this trip, other than we rode through quite a number of “fords”. These were great fun, especially as doing this made the girls squeal, I hope with delight. Just once did I get caught out, and then only up to my ankles in the wet stuff. Happy days. All of this reminds me of another incident while camping up at “Olivers Mount” We were camped in a field just outside of the course. On the other side of the camping field was a potato field. I was still riding my Norton in solo form, while Roy now had a 600 Norton single with small single seat chair. Early on the morning of the races, Roy having procured a sack, was in the said potato field stocking up on spuds in which to take back home. Sack full, it was into the sidecar ready for the run home. After the meeting was over, I think we stayed until the Sunday, we then struck camp.
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On the way home it began to rain heavily. As we approached Driffield on a downhill stretch of road, the queue of traffic in front suddenly braked. Roy braked also and the wheels of the Norton stopped turning, but the whole plot carried on, wheels locked, straight into the back of the car in front. The nose of the sidecar burst open, and potatoes were flying all over the place. They were rolling down the hill, in the hedges and plastered under the wheels. Riding behind Roy, I had the box seat for this episode. There was hardly any damage to the car, but the poor old sidecar looked like a peeled banana. It was kicked roughly back into shape and we carried on home. We camped in this field on another occasion, but no spuds were pilfered. Here endeth the lesson. One other small memory comes to mind about “Olivers Mount�. Three of us had gone to the races, intending to camp. At this time the pay booth was a large unattended tent at the entrance. So, like good Yorkshire lads, we pitched camp in the tent for the night. Early next morning we packed up our belongings and just walked through the tent and into the circuit. Nice little freebie that was.
Peter Williams at Oliver's Mount. He later went on to develop and race Nortons in the early 1970s
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I must say, that nearly all of my visits to “Olivers Mount” were freebies. The landlord of my local pub just happened to be the manager of one of the top Sheffield motorcycle shops. “Dan Bradbury’s”. Once he knew that I was keen on the racing scene, he regularly gave me a pass for the meeting. His own son was also a keen rider; he had a Greeves, but he was well into the trials scene. So wasn’t I the lucky one. More on this theme next time.
And the ladies went too . . .
Ride safe.
Oscar Ed: Finally, long before his Odysseys . . .
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You Did What with Your Sidecar ? Early in 1972 a new Watsonian Palma sidecar was purchased. It was collected from Mundays of Brixton, who had attached it to a new Ural motorcycle, at the time seen as a cheap alternative to a BMW. Well, the latter did have two wheels and a flat twin engine, but experience would soon prove the blue Russkie to be more cheap than alternative. In due course, and when the Ural three year bank loan had been paid off, the much repaired lemon was replaced by a second hand Honda 750 four. The Palma was connected to the Honda and the Ural became a static artefact in a private museum (seriously). The “new� Honda/ Palma outfit served as year round family transport for 5 years, plus carried our family of four around the UK and Europe.
No breakdowns, acceptable minimal maintenance, and able to travel at posted speed limits. Problems ? Swing arm bushes once, a couple of rear drive chains, and the exposed under tank ignition switch, all replaced, plus scheduled spark plugs, lubricants and filters. 16 inch Dunlop sidecar racing tyres, the only concession to sidecar use, wore extraordinarily well. Only ever needed two pairs. Circumstances justified a rethink on the sidecar front after the decision to abandon the camping trailer we had towed around, particularly in Europe. Two children, two adults, and camping requirements, sometimes for extended trips, demanded something more than the trusty Palma could offer.
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Our situation reflected that of others, notably friends with whom we travelled. One such was Lou Crump, who with his family journeyed extensively and frequently across the Channel. Lou also had a Palma sidecar and he came up with his own solution, a self fabricated, “widened” Palma. No sooner was the idea suggested, our good friend from Southend arrived at our place with his handiwork attached to his Honda 750. It made an immediate impact and in no time at all Lou suggested that he would help out if required. At this point some apprehension emerged because the exercise, whilst straightforward in conversation, was based on one radical requirement . . . . . . cutting a good sidecar body and its chassis in half ! Maybe fine if the sidecar was a second hand bargain, but our Palma had sentimental value, having bought it new, even if more 5 years previous. The proposal seemed even more ridiculous if mentioned to others. “You're going to do WHAT !” However, the emotional dust settled and plans were made. Lou would help out for the weekend the preparatory job would take, whilst our families could spend time together. As part of leading the job, Lou cut and welded the tubular chassis to increase the width by 9”. The chassis could then be the jig to assemble the skeleton bodywork.
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The “butchered” Palma sidecar was both an exciting yet emotional prospect. Would this “insanity” work out ?
The next stage was joining parts together using using a mix of aluminium sheet, pop rivets, and plywood. Nothing fancy because the structural integrity of the finished sidecar would depend upon fibreglass and the body being supported by the tubular steel chassis. The plywood for the base of the body was ⅜” thick unlike the thinner, more flexible holding parts together.
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The raising canopy received the same 9” widening treatment to retain the traditionalPalma feature for passenger access. Equally, the screen required an insert of clear plastic.
Timing was crucial, especially as we didn't want to be off the road for too long. On the Monday following the weekend of Lou and I doing the unthinkable, the butchered fibreglass sidecar was left with a kit car company to “fill the gaps” with fibreglass to create a “widened” Watsonian. In our case creating a “wide” Monaco, the booted one with a lid. This company specialised in making a successful AC Cobra kit car and did a good job of making a very different one off.
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The almost finished article The project also took on another dimension with us acquiring a BMW R100/7 and sadly saying farewell to the trusty Honda. With the addition of Wasp forks (thanks Robin R-T and Colin B), and CMA wheels, the whole thing fully occupied a few months and a hit on the piggy bank. In the weeks following a lot of evening hours and weekends were spent creating our new outfit. The Wasp leading link forks and CMA wheels were delayed, so the first rides were with standard forks and wheels. Whilst our own widened Palma didn't survive too long, primarily because of depressing problems with the BMW, our early foray of creating a more useful version of a Watsonian sidecar stimulated others to follow suit. Lou Crump's idea became much more than a talking point and others produced some great examples. Watsonian themselves appeared to be shaken into a response with their interpretations of a wider sidecar, the Oxford and Cambridge.
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Well constructed efforts of widened Watsonian sidecars appeared for a number of years throughout the 1980s.
A seriously well finished example on a big Yamaha XS1100
. . . and more passenger space
Lifting canopy retained . . .
An extraordinary example from Brittany. Not only a widened body, but also chassi amendments, plus a side opening door for the owner's mother !
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Bob Spendlove Arts
Bob's Commission Paintings Bob paints a wide variety of commission pieces, including vehicles, houses, landscapes and monuments. If you're interested in having your own personalised original painting. Contact Bob for more details go to - http://www.bobspendlovearts.co.uk/ Examples of his work;
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Vmax Diaries – Part 4 The original Yamaha 1200 Vmax still utilises carburettors. These are the heart of the bike's much mentioned V-Boost feature. V-Boost is a system that opens butterfly valves in the intake manifold between the 1st and 2nd, and between the 3rd and 4th cylinders. V-Boost kicks in around 6000 rpm. The valves open gradually to match rising engine speed with a signal from the ignition system. The butterfly valves are fully open at 8,000 rpm. A servo motor pulls a wire to open the butterfly valves. The V-Boost system adds 10 percent to the top power rating of the engine. From the outset of owning the Yamaha, V-Boost was, and continues to be viewed as something to talk about, but beyond that has no particular attraction. It has been explored, usually without intention, but regarded as superfluous because upper rev limits have never been seen as necessary with any motorcycle owned. Besides, the vee four Yamaha has more than enough power without resorting to the “insane” button. The Vmax is a something of a curiosity. Fuel injection has featured on large capacity motorcycles since the early 1980s, e.g. BMW K bikes, but the 1 st generation Vmax is different. Introduced in 1985, carburettors were clearly still considered a reasonable and desirable choice. Technical updates appeared elsewhere in the Yamaha's design until the last models sold in 2007, but not fuel injection. Undoubtedly, the V-Boost remained a strong selling point and so remains key to the Generation 1 bike's legendary status.
Past, personal experience of carburettors has varied. Two Hondas, an early CB750 K2 and a Goldwing 1100, despite their four cylinder configuration, presented no problems. The 1972 Honda was checked twice in five years and each time only slight adjustment to the carburettors was required. 21
In ten years, the Goldwing was checked annually, yet with no sign of carburettor imbalance. The only attention to the flat four's carburation, as recommended by other experienced owners, was to periodically to remove the carb drain plugs because it was suggested water in fuel might influence smooth running. As the ritual only took a few minutes, it was no bother to go through the ritual. Two airhead BMW's were certainly a whole new ball game when it came to ensuring the two Bing CV carburettors functioned acceptably. Little point in going into detail, but suffice to say fuel leaking onto boots, regular balancing, and other quirks have been well documented throughout the BMW airhead community over the decades. Maintenance was manageable due to the Bings being easily accessible on the flat twin. The only consolation, it's called “Character�. As far as the Vmax is concerned, a drawback is that the carburettors do require more regular attention to retain an acceptable level of tune. Manufacturer advice is to check around 4,000 miles, perhaps not a negative if the miles aren't piled on, but more demanding than those past Hondas. Still, not so bad with your own gauges. The Vmax carburettors do require attention on something of a regular basis and not just based on the advised frequency of 4,000 miles. Unlike the Hondas, there are signs, which have become apparent as the experience of ownership has kicked in. It isn't that there have been noticeable power issues, the Yamaha has an abundance of power, so possibly being off tune is hardly apparent when pushing on. Nevertheless, some things are apparent. Engaging gear from neutral appears less abrupt when the carbs are synchronised. Equally, selecting neutral at junctions and in stationary situations can be difficult. More irritating is the tendency for the engine to stall at tickover, and a similar issue when moving slow on inclines, both up and down, with the engine at low rpm. If these things are apparent, it's usually time to check and adjust the four carburettors. The positive side is that synchronising the Vmax's four carburettors is hardly arduous. A few simple steps to prepare followed by the adjustment of three accessible screws.
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The engine is run to get up to operating temperature. After removing four small plastic covers, and detaching the ignition advance unit vacuum hose from number 2 cylinder intake duct, the vacuum gauges are attached. Then, as follows; 1.
Balance cylinders 1 and 2 on the nearside (UK sidecar side) by adjusting synchronising screw A. Once 1 and 2 cylinders are synchronised, if necessary adjust the idle speed.
2.
Balance cylinders 3 and 4 on the offside (UK bike side) by adjusting synchronising screw B. Then adjust synchronising screw C to balance cylinders 1 and 2 to cylinders 3 and 4. As required readjust the idle speed on the opposite side of the engine.
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A slight difficulty. When synchronising cylinders 1 and 2, it means leaning over the rider's seat (UK sidecar next to cylinders 1 and 2) because for we UK types the sidecar prevents straight forward access to the carburettors. However, a saving grace is that two of the three adjusting screws involved in the carb synchronising process are located together on the much easier access side of the motorcycle. Overall, whilst the Vmax is acknowledged as requiring this regular attention, it is an acceptable and fairly quick procedure. Ultimately, keeping on top of the Vmax carburettors tune means riding the outfit continues to be a pleasure. For the record, the vacuum gauges used are second generation Morgan Carbtune, which replaced the original version. Whilst the originals performed well, later health and safety concerns about the use of mercury in the four tubes led to a redesign, which features metal rods. The set has provided satisfactory service over many years with both twin and four cylinder motorcycles.
Footnote: Well aware that other issues can, and do, influence carburettor performance, but to date there have been no concerns. Thankfully, there are some serious, supportive Vmax enthusiasts on forums, and some have placed invaluable information on the internet. In due course, these sources of advice, information and knowledge may well prove useful, if and when issues arise. The favourite forum for all things Vmax is www.vmaxforum.net
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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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SideLines “The Times They Are A Changin” “Times they are a changing”, a classic social commentary song from Bob Dylan. Although Dylan's words accurately reflected what could be observed in the middle of the 20th century. In 2018 the rate of change in just about all aspects of society has accelerated. The pace of change is incomparable with that in the 1960s. Technical progress in communication is an intriguing, particularly with television. In the UK there was only one channel, the BBC, until 21st July 1955 when ITV began broadcasting in the London area. 12 inch monochrome screens and limited hours viewing were still seen as amazing. Developments over the next ten years saw television spread across the UK, and the emergence of international broadcasting created huge excitement. Colour televisions emerged in the 1970s and UK channels expanded, although still only four UK channels by the end of 1982. Contrast with today's hundreds of digital channels via aerials, cable, and satellite. Pay per view, internet streaming, and delayed viewing “catch up” services are all taken for granted. Viewing on large screen television sets with quality sound options, but also on smartphone, or computer. Digital communication is interlinked and can astound parents, let alone grandparents. A significant symbol of technical change is the so called smartphone, a device that communicates voice, text, photos and videos, as well as linking to the internet for shopping, banking, and other (applications) “apps”. Constantly expanded capabilities such that users have become effectively addicted to it. Countless car, van and truck drivers focus on their smartphones rather than on the road.
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SideLines Obviously, “important” matters demand immediate attention. That inane text, the “what you doing ?” call, or updating your social media page. Matters may be very serious and it's vital to “unfriend” someone you thought was a buddy, or maybe check out what some Z rated “star” is wearing today. Plus, the incessant desire to use the camera facility. As for the welfare of that motorcyclist ahead, or the elderly person on the pedestrian crossing, bugger 'em. Major technical change is notable with road transport. Development of electric motive power and the parallel promotion of autonomous (robotic) road vehicles are well publicised, so development appears rapid, although this perception may stem from the trendy political commentary. Equally, the oft reported activities of Elon Musk, he of Tesla automobile fame, Space X rockets, giant backup battery systems, and the world's largest building for battery production, frequently feature high in news media. Despite the positive hype from people with vested interests in promoting their research, seeking finance, or simply flaunting their celebrity status, things may not be as they appear. The key component of the electric revolution is the lithium ion battery, without which smartphones and most mobile devices would simply not exist. However, it's not perfect. A viable “super battery” is the holy grail. Tesla cars battery pack is made up of many small lithium batteries connected in a pack. Lithium is not unlimited, or cheap. Proposed massive expansion of battery usage, far beyond existing demand, is significant and may well thwart declared ambitions for an expanded electric world. Other mineral based alternatives to lithium, be they known, or yet to be determined, would likely present similar downsides. Of note is that China has used its financial, industrial clout to secure significant lithium supply sources. Amongst entrepeneurs and scientists working on battery technology, the talk is of solid state batteries as a potential solution to battery shortcomings. Reliable, economic, and viable use for transport applications is the challenge. 27
SideLines Short term power degradation, recharge time, and long term replacement are key issues, as are the financial implications. The battery cost issue for current electric cars is somewhat variable due to manufacturer strategies regarding servicing and replacement. Vehicle manufacturers usually lease and replace battery packs at some future servicing point. The Renault Zoe electric car (£13,995 after the UK government grant of £4,500 is subtracted) requires a battery pack leased “ under a separate arrangement, with prices ranging from £49 to £110 per month depending on the length of the agreement and annual mileage.” The Zoe's range is listed at 130 miles. No figures for range when with lights on, etc in winter weather. Home charging takes 3 to 4 hours. An electric Peugeot car, recently priced at a very attractive £8100, listed the battery pack at an additional cost of £4,500, which was also available on lease. Outright purchase meant a further purchase somewhere down the line. It is apparent that battery range is increasing, but also that charge times are increasing. Powered two wheeler offerings can be nine day wonders. Some university electric bike projects are sport related, e.g. off road, land speed attempts, and road racing such as the one lap electric TT event on the Isle of Man. The emphasis has been on high speed and acceleration rather than potential street use. Zero Motorcycles street bikes follow early ventures with off road models. The products appear well made. Zero openly compare their models with petrol rivals, but selected on the basis of what the Zeros do well. For some motorcyclists Zeros may tick the boxes. However, bias, prejudice, and motorcyclists' conservativism is a challenge. After all, new “normal” motorcycles feature technology that doesn't always attract the hardcore. Tried and trusted is a default setting. 28
SideLines Established manufacturers have electric interpretations of existing fossil fuel models such as; Yamaha EC-03 scooter. A range of 14 miles and charge time of 7 hours; BMW C Evolution scooter. 60 miles range. Cruise at 60 mph. Top speed 75 mph. Other big players such as Honda have announced intentions to manufacture small electric scooters, including possibly a version of their legendary Honda Cub stepthrough. Whilst not quite a two, or even three wheeler, it's got four wheels, car manfacturer Renault have their electric Twizy. Small company offerings of small electric powered two wheelers seem to be dipping a commercial toe in the water without indulging in research and development. Cheap may not be helping the electric two wheeler cause. Shifting examples on ebay hardly establishes a radical alternative to petrol engined options. As with so many of things, only time will tell. For sure, “Times they are a changing”, including in the world of two wheelers, but maybe not as rapidly as in other aspects of human existence. Some might well say, “Thank goodness.” Footnote: The electric vehicle debate continues, some times progressive and positive, but also sowing seeds of doubt, even amongst financial backers. It is what might be described as a fluid situation. Alongside the technical issues it is becoming clear that there is concern about maintaining national revenues that will inevitably be lost by the existing systems of licencing and taxation. It's all very well tempting a few electric vehicle disciples with the much lower costs of simply plugging in at home, or even work, but what about all that lovely duty on the fossil fuels. It's certainly hard to see such massive government income being surrended for sake of being “green”. Now there are solid indications that the groundwork is being undertaken to deal with the advent of electric power, and even more economic fossil fuel consumption. The UK, and probably other states, are preparing the implementation of road pricing. Thing is it could be sooner than realised thanks to GPS . . . . 29