Sidecars on line 34

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 34 – April 2018

Moto Guzzi with a touch of Mercedes Benz at the 2016 EGT

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 – Still crazy weather, but still carrying on, plus an outfit called “Spanish Dancer” needs a new home You did What with your Sidecar . . . Again ? – Producing a sidecar virtually from scratch For Sale – The World's One and Only - “Spanish Dancer” seeks a new loving home Oscar's Odyssey – Further Tales of North Yorkshire Sidelines – The Rise of a Petrol Head Let There Be Light – Part 1 ? – Why no testing of motorcycle lighting in motorcycle tests ?

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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 UK weather continues to taunt us all. In a matter of days we find ourselves enjoying some of the hottest, sunniest days on record, then storms, snow and the consequential hints of, can it be said, depression.

Never mind, stiff upper lip and all that, even if it's because the upper lip is frozen one day, and then damaged by being burnt on the edge of a beer can. After all the days are longer and the rain isn't as thick as it has been (fingers crossed).

A turning point was the South Yorkshire Sidecar Club's Easter rally, which despite the uncooperative weather, i.e. cold, wet, mud, amended programme, low attendance, and even snow, somehow proved mainly positive for those attending. Total respect for Wolfgang travelling 450 miles form northern Germany to Dunkirk, crossing the Channel, then riding nearly 300 miles to Yorkshire, and of course the return journey.

All on a Peugeot 125cc scooter ! Hero.

The Scottish Motorcycle Show was delayed by a month this year due to the usual March date being victim of extreme winter weather. However, the rescheduled April show has to be considered the best yet for those of us involved in the Classic Hall.

Everything about the experience positive, including the rides to and from Scotland in sunny, dry conditions. Slight downside, running out of fuel on the return journey, put down to too much exuberance with the twistgrip before our usual fuel stop at Penrith. Alleviation remedies already implemented, even though this was only the second such experience of an empty tank.

This issue has taken some effort due to unavoidable issues and consequential time constraints. Features include the account of making a fibreglass sidecar to attach to our new Goldwing back in the early 1980s; a view on what produces someone called a “petrol head”; questioning why motorcycle journalists perpetually avoid addressing the performance of lighting despite the high profile given in manufacturer publicity; and yet more tales of experiences of resident scribe, Oscar.

Good to hear from a British sidecar friend, now resident in Spain, but equally sad that Trevor Parkes has had to finally curtail his love affair with his “Spanish Dancer”.

To briefly explain, the “lady” in question is Trevor's sidecar outfit made comprised of a Honda CB1300 and EZS sidecar. Nothing was spared in creating this dream machine that Trevor has ridden around Europe attending many events and providing other enthusiasts with his endearing company.

Sadly, physical limitations mean that “Spanish Dancer” needs a new partner, one who will cherish the idea of having a reliable, attractive partner. Check it out.

SidecarJohn 5

You Did What with Your Sidecar . . . . Again ?

As recounted in Sidecars On Line 33, our original, bought new, Watsonian Palma sidecar was attacked with a saw to provide the basis for a wider sidecar.

Inspired by a friend' conversion saw us with an early interpretation of what became something of a cult amongst some in the early 1980s UK sidecar fraternity. It's a reasonable assumption that this home based trend influenced the Watsonian factory to create their interpretation in new Oxford and Cambridge models. What proved to be the most worthy is open to debate, especially appearance wise. Whatever, home built and commercial versions of wider Watsonians ultimately proved to serve many owners well.

Our particular widened example was attached to a BMW R100CS airhead twin, soon fitted with Wasp leading link forks and CMA 15� alloy wheels. However, issues over a number of months with the BMW's transmission justified moving on to a new Honda GL1100. However, the change of bike highlighted deficiencies in our widened Watsonian, which became a booted version à la the Watsonian Monaco.

The short lived, widened Palma featuring solid top canopy at the Jumbo Run GB

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The boot (trunk) rear rack was useful for camping equipment, but the modified raising canopy was less successful. The solid roof was a mistake. The aluminium fabrication with amended Palma screen had initially seemed fine, but despite being reasonably draught free and able to keep our side by side young kids dry, it was unsuitable in warmer weather. Trips to Sweden, Germany and Belgium in the heat of August proved questionable for our offspring.

Thought was given to how negatives might be resolved by providing worthwhile ventilation. Sketches and discussion with friends well versed in fibreglass construction occurred, but eventually something more radical was proposed.

Why mess around adapting when, with “a little more effort”, a more interesting sidecar could be created ? After all, Malcolm and Glenda, besides being teachers, also built fibreglass boats, i.e. 40 foot long catamarans. At the time hey were were fitting out such a vessel in their spare time on land adjacent to where we all lived and worked.

The die was cast and we embarked upon a project that was destined to take up every spare minute of my time for around four months. Evenings and weekends involved serious personal graft with technical advice, practical involvement, and coercion at key stages from the intrepid boat builders.

To abandon the barely one year old widened Palma sidecar wasn't actually a difficult proposal. The modified version was seen as a failure, not helped by the BMW also being problematical. If our enthusiastic friends with their fibreglass expertise hadn't come along, probably other avenues, both of bike and sidecar would have been explored rather than opting for months of spare time labour.

The new design retained the existing wider chassis. Being a winter project meant the build shouldn't influence sidecar activity as long as momentum could be maintained. However, the tradional first rally of the year, the Easter Egg, proved an unrealistic goal. Ultimately, the new sidecar would be on the road, alongside our new Goldwing, suitably equipped with Wasp forks and a pair of 15” CMA wheels, by mid May. It first appeared, still with some elements unfinished, at the annual BMF Show at Peterborough. It even made Motor Cycling weekly's report, albeit with negative comments from reporter Dave Richmond !

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The fortunate part of the whole deal, beyond our friends' expertise, was being able to use workplace workshop facilities. A significant plus was a cooperative boss as long as the project didn't interfere with the job. However, as a motorcyclist, he found the sidecar thing beyond his “play scale” !

Our design was less “sporty”, being akin to coachbuilt with side and rear doors.

The goal was to accommodate the two children as they grew, plus camping equipment as by now we were well into family friendly sidecar events around the UK and Europe.

The first part of the exercise was to again get busy with cutting tools. This time not a vertical separation down the centre, but removing the top part of the body along the traditional, Watsonian horizontal join, which remained from the original widening project.

A plywood base was fabricated, which would be the supporting base for a “plug”, a wooden lookalike for creating a mould from which would eventually emerge the new sidecar body.

The plywood plug base on top of the fibreglass bottom section from the defunct widened Watsonian

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Once the plug base had been made the next stage was to produce the raw plywood sections of the sidecar body plug. A side section is shown below alongside the plug base unit located in the sidecar base.

The initial sections for the body sides, roof, rear, and front features were all flat cut outs with sufficient material to allow for the extensive shaping required to produce the desired overall shape. Rounded corners, blending, and a smooth finish were achieved by many hours of effort. Various techniques to produce curves and an acceptable finished article were introduced to me and guided by resident expert, Malcolm. As apprentice/ labourer I accepted on several occasions that “It'll do” was unacceptable for “the gaffer”, who built boats to Lloyd's marine standards !

The plywood body of the plug was made smooth and imperfections removed using sandpaper. Fibreglass resin layers were then applied, and worked to achieve an even smoother finish so that the sidecar body mould could be produced. The man hours involved were not recorded, but seemed endless.

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The front view of the sidecar body gives a little idea of the shaping of the plywood required. Sections of soft wood were fixed inside the converging edges of the plywood panels to both strengthen the structure, as well as enable the creation of rounded edges.

Recesses were created for side windows and doors, which were located on one side and at the rear.

This image shows the original plug without any arrangement for the front chassis wraparound.

This image with the first part of the modification that soon enabled the feature of a wraparound to conceal the front chassis loop. Something of an after thought in the original design, but which proved more than acceptable. R & D on the fly !

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The three parts of the sidecar body mould with the finished plug in the background.

The three parts comprising two sides, plus one for the rear door aperture.

Three mould sections were bolted together for the final stage of producing the sidecar body.

Note the two recesses for side windows, plus that for the rear door.

Read door recess, plus the barely discernible (sadly, didn't take a suitable photo) of another side window, plus the side door for passengers.

Prior to the gel, fibreglass matt and resin, the inside surfaces of the mould section were polished and then well coated in a release agent. To eliminate the need to paint later, a thicj layer of red coloured gel, which was hopefully destined to become the smooth outer surface of the finished sidecar body, was applied.

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For this project, fibreglass matting and resin were applied in each of the separate three mould sections – two side sections, and rear door. Fairly easy to deal with this stage thanks to the two “professionals� involved and their guidance of an undoubted amateur. The respective moulds were left for a couple of days to cure, but also because our paid jobs were the priority.

The three mould sections were then bolted together a now more awkward task of applying gel, matting and resin at the centre join was undertaken. The expert advice was now crucial because it involved part accessing what was now a box.

Fibreglass resin has its downsides, one of which is fumes in enclosed spaces.

However, no animals were harmed during this exercise, I don't think . . . .

Things were again left to cure before removing the raw, upper sidecar body from its mould. Holes for the doors and front windows were carefully cut in preparation for actual doors, and to enable access for connecting the two sidecar sections together. Progress was now fairly rapid as the new top was joined to the existing lower section using fibreglass matting and resin.

Access to the cramped interior presented problems, both in applying the mat and resin, and the mixture of fumes and heat. The mixture of fine April weather, and heat produced by chemical reactions as the resin cured meant sensible pauses for air and cool drinks.

The use of red coloured gel settled the issue of final colour, as well as eliminating the need for a paint job. The front, laminated safety glass windscreen was specifically made and, after one futile attempt to self install, fitted professionally at no extra charge. Side windows were tinted lexan.

The doors were made from plywood and coated in fibreglass resin prior to painting. Other components were from marine, caravan, and auto suppliers; Plastic door hinges (marine), locking door handles (caravan), internal, adjustable vents (Transit van), body ventilation outlets (Mercedes van), roof rack bars (Watsonian sidecar), sidecar rear and front light units (Morris Marina van), sidecar mudguard (Watsonian), sidecar spotlights (Cibie), ultimately sidecar seats (Corbeau), and seat belts (Sabelt), sidecar wheel (Wolfrace).

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The finished outfit, once the Wasp leading link forks on the Goldwing were painted, proved attractive and functional. The addition of a sidecar stereo system certainly pleased our two kids on longer journeys, evidenced by the very obvious volumes of Chuck Berry, Ultravox, and others whenever we slowed down.

The first couple of thousand miles featured a bench seat, soon to be replaced by two offset Corbeau rally seats, one in the front the other in the rear.

Sadly, within weeks of completion the sidecar mudguard took a hit in a collision, so a hurried replacement was concocted as we were off to Sweden, Germany, and Belgium for a summer tour. It was not a pretty mudguard and soon replaced by a purpose built replacement on our return. This new design accommodated camping equipment, the tent, and other essential items, both in and on.

Did “Magnum� work for us ? It sure did, for almost ten years and over many miles, and to many places. It proved to be a central factor in gaining many great memories for our family and sharing time with loads of equally great people.

The almost original Magnum on our Swedish trip. Note the cobbled together sidecar mudguard and plain steel wheel. Also, at this stage the rear sidecar windows had yet to be installed. The yellow lighting were added for our time in Sweden where they already had a national requirement for daytime running lights. Not obligatory for visiting tourists, but a worthwhile addition rather than remembering to turn on the standard lights.

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The early months were quite testing with unfortunate “breakages�. The aforementioned sidecar mudguard, but then a stone in Sweden cracking the windscreen. This small blemish diddn't deteriorate sufficiently to justify replacment for some years, so turned out to be inconsequential.

Now with rear windows and unseen Corbeau seats

Swedish folk would get up early to see how we fitted two adults, two kids, plus camping gear in and on something much smaller than a Volvo

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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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For Sale ...The World's One and Only

‘Spanish Dancer’ A High Performance, Road Legal, Sidecar Special.

Built to Order by EZS Sidecars of Zelhem in Holland.

Based on a New 2008 Honda CB1300A. Fuel Injection, Four Cylinder, Liquid

Cooled, Bike with a Dutch EZS Rally Single Seat Sports Sidecar.

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The Bike has been extensively modified for High Performance sidecar use, long haul European Touring, Just for info the all in cost was over £21.000. No Expense Spared.

This is a Rock Solid 'Go Anywhere' Tool … not a Toy.

Hand Fabricated Parts include: EZS Leading Link front Forks. Sidecar Chassis, Brake Fittings, Front Mudguard and Sidecar Sub Frame All Three Wheels are EZS 15 inch Alloy Sports.

The Tyres are 195/45s by Toyo of Japan.

The Honda Braking and ABS systems have been modified to work on all three wheels. Honda Security Key Ignition.

All Suspension Units are by Ikon ... Off Road Units from Australia.

The 'Four into One' Exhaust system puts the silencer over on the Right … away from the sidecar passenger :o) The Comfort Seat was upholstered by Tony Archer, Huddersfield, UK. The Paintwork Design is by Adrian of Trackart, London.

The Painting was then done in Holland.

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This Outfit is currently based in Mallorca and on a Spanish Registration Plate.

All the Official Paperwork, Engineers Reports and Owners Manual, Two Chipped Ignition Keys and Tool Kit will come with it. This Rig has Never failed any test. Never rolled her over, so no Damage Amazingly … the Clock still reads only 24.000 Miles although I have made several long haul trips to the Isle of Man, Scotland and much of Europe … including the EGT International Sidecar Rally in Luxembourg. It will roll along easy and happy for 500 mile days … or go well into three figure speeds ... should you get excited ;o) The Outfit won the 'Best Three Wheeler' Award at the giant Bike Show in Devon … voted for by The Public :o) Asking Price is a bargain … Best Offer Over £7. 500 :o) For Further Information and any questions … Please Contact me via Email Only Please … I don't have a Phone.

My Thanks to John for letting me use his Web Site and Thanks to You for your interest :o) Stay Safe ;o) Trev

email: tango.papa@live.co.uk

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Further Tales of North Yorkshire In the last edition of Sidecars on Line, I was regaling you with tales of North Yorkshire, and of my seemingly unrelenting mishaps there. More of the same this time too. Starting from this year and working backwards seems to me to be the best way of remembering incidents, ( happenings, accidents, occurrences, unexpected meetings) call them what you will. Some were funny, some were downright lethal.

Over the last few years, my visits up North have largely centred on visiting Pickering in October for the “Wartime” re-enactments. Also in February, when the South Yorkshire Sidecar Club descends upon Thixendale for our annual “Glamping” weekend.

In February of this year, we were at Thixendale. As usual, 18 of us were in the local community centre, at one time the village school. The Saturday was “ride out day”, and once again it was Bridlington. As is the norm for this year, it was raining rather heavily on the ride. After parking up and doing the normal stroll around the town, it was to the bikes for the ride back. My rig (see image) started up as normal, but didn’t sound quite right. It was really hesitant. and would only run on high revs.

I eventually coaxed it out of town, and 4 miles down the road. Thereupon the engine stopped.

No amount of attention would get it to go. So Pete, one of our group, towed me back the 14 miles back to base. There it stayed until the Sunday morning when I approached the rig with trepidation. Would it start ? No worries, it sprang into life immediately. So, pack up my gear and set off for home. Great for a mile, then, silence. The motor had died again.

This time, no messing around and Pete once again towed me to the biker friendly “Seaways Café” nearby. There I called on the recovery man to come and help.

Six hours later, I was back home, after dumping the rig at my friend's home.

Later after checking things out. The problem was just water in the works. I did replace plugs, pulled all of the connectors apart, cleaned and “Vaselined” them. After this the engine ran like a good un. I had visions of spending a small fortune on all kinds of electrical gear. A let off ? Time will tell.

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October 2017 and once again I was camping up at Newton on Rawcliffe for the Pickering Wartime weekend.

Saturday was the day to take a walk down the steep hillside to Levisham.

Here, on the weekend of the “Railways in Wartime” Levisham became “Le Visham” a town in German occupied France. Here the “German” re-enactors put on a great show every year. Each time a train pulls into the station there, they perform a tableau. In past years there has been a V2 rocket display, rescuing a downed pilot from a blazing Messerschmitt, plus a field hospital and a small arms diplay, to name just a few.

So, it was down the steep hillside. Once again, lots of rain had fallen on the region. As we got lower down the hillside, it was obvious that we were going to struggle. Mud was everywhere. It was impossible to dodge or get around it, so we ploughed through.

When we eventually got to the bottom of the hill and through the gate that took us to the station, we all looked like a bunch of refugees. What a mess, but it was worth it for the entertainment.

All of this pales compared to what happened in 2016. Once again I was camping at Newton on Rawcliffe and when riding up I had to take a detour. I took a further detour (my choice), which took me through a “ford”, which hardly covered the bottom of the tyres. (A ford is a small, usually shallow water stream).

After this I remembered some of my sidecar pals go on rides looking for fords and “fording” through them. Good fun!

On this weekend, I would search out “fords” in the area, of which there are plenty.

On the Sunday, after packing up my tent, I set out on the “Roman” road that stretches beyond Newton. I negotiated 3 of them on this road. I then took the road to Grosmont. Here there is a “ford” over the river Esk. It can be avoided by a longer route, but I was “ford” hunting, so here I was at this “ford”. This one made me think.

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On the marker in the river, it was showing 12 inches deep. Not too bad, I had done deeper ones in Wales, ( maybe a later tale). I headed off into the fast moving water, but it was much harder going than I thought it might be. Small rocks on the river bed were making me work hard on the bars. Just as I was half way through, a Land Rover came round the bend at the other side and was in the water before he saw me and stopped. What could I do but also stop because my exit was blocked. My feet were now immersed, and the water was over the top of my boots. Ugh. The guy in the Landy reversed out of the way to allow me to progress. I let out the clutch, but all that happened was that my rear wheel just spun on the slippery stones. I attempted to start moving by wriggling the bars and my backside. This worked and the bike jumped forward, hit a rock and promptly dumped me into the river. Immediately after the “ford” is a small weir. I completely cleared the weir, and was swept nearly 30 yards downriver before I could get my feet back under me.

Now, completely soaked, I waded back to my now almost upside down solo motorcycle and proceeded to unload all of my camping gear. After moving all of this to the far bank, the chap in the Landy, and also a young woman, who was also waiting to cross the “ford” both waded into the river to help me pick up my mount. After righting the bike, it started without any trouble. I then walked the bike out of the river. The fellow in the Landy offered to take me to his home to dry out, I thanked him but refused, thinking that the best thing to do was to turn tale and run for home. To make matters worse, it then began to rain heavily, so I arrived home rather wet.

It's 2015, Thixendale again.

Once again we had all been to Bridlington. ( We do visit other places, honestly). Rather than ride back on the obvious route, the A614 via Driffield, we took a more northerly route, on the B1253, via Sledmere & Fimber.

There were 6 of us riding combo's, I was in the lead. It was a lovely sunny afternoon, with the sun in the West lighting up the road in front of us. The ride was a delight. Nice flowing bends, and hardly any traffic. I was travelling at close on 50 mph, a nice pace for this road. My little convoy was having no trouble keeping in touch.

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Just as I breasted a slight rise in the road, and again the sun was gleaming on the road, a horse and rider suddenly appeared from trees on my left. The rider urged the horse into the middle of the road where he promptly raised his hand in order to stop me. No way could I stop in time to avoid possibly colliding with them. Pure instinct made me swerve to the right, across the road and then left again so as to go around man and beast. As I did so, the rider was still urging his horse forward. Those following me managed to come to a halt. I stopped a little further down the road, jumped off my rig, and set off back to remonstrate with this lunatic.

It was obvious that I was wasting my time. He was shouting and waving his fists, accusing us of going at breakneck speeds along this road. Showing no respect for him and his co-riders of which there were two. Much to my regret, I joined in a slanging match, which I think ended in a draw.

He wanted us to “toddle off” back to where we had come from, and not to sully his little piece of Yorkshire again. I gave him the chance to get off his high horse ( literally) and make me. He declined. His two companions very wisely kept out of the argument, but I could tell they were both rather embarrassed about the incident.

No way was I, or any of our lot in any way to blame for any of this. The road ahead was clear. No other traffic to contend with and 50 mph on this road was in no way excessive speeding. What made the idiot do what he did ?

I have since, tried to look at it through his eyes. He was leading a group of 3 riders along the side of the road under the trees. 6 motorcycle combinations come along the road, and do not slow down, or show any respect to him and his little group. So he rides out into the middle of the road in order to stop, or slow down the convoy.

Now, my point of view, as I said riding down the road, sun lighting up the way ahead.

Suddenly there is a horse and rider there in front of me. Why didn’t I see him ? It was obvious, the sun was lighting up the road ahead, putting everything at the side of the road in the shade. The 3 riders were under the trees. Not one of them was wearing any bright clothing of any kind. All 3 horses were chestnut in colour. In fact, being under the trees made them virtually invisible.

If I hadn’t been quick enough in taking evasive action, there might well have been mayhem on that road. One and a half ton of horse turned into “Pal” doggy meat. Also, 3 casualties. Horse rider, my passenger, and I. Maybe all dead.

I can never be accused of disregarding and not respecting horse riders. In the area where I live, there are many riding stables. I always slow down and approach any riders with caution. In nearly all cases, riders are wearing “Day-Glow” jackets, and always acknowledge me with a wave. Respect on both sides.

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I must say, that nearly all horses are traffic savvy. These days not many horses shy at the sound of a motorcycle approaching. For my part, I always slow right down and give plenty of room, just in case anything should kick off.

In “Odyssey No. 3” I mentioned how a horse shying at my approach, caused my rig to strike a rock, causing my rear wheel to eventually collapse. Also, many years before, I was with a group of sidecar riders on a camping weekend up at Silverdale, near the “Lakes”. As we passed a group of riders, a large horse with a child on board shied and threw off the child. No harm came to the youngster, but it could have been entirely something different. So, I knew long ago that things can happen in an instant.

So, will I be tempting fate by visiting North Yorkshire again later this year. You bet I am. I’ll keep you informed.

Oscar

The intrepid Oscar actually cleaning his outfit of wholesome North Yorkshire mud on the 2015 Thixendale weekend

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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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SideLines The Rise of a Petrol Head Becoming a long term petrol head is very much down to personal history and experience. Early childhood memories highlight what at the time was a rare connection with personal motorised transport. Rare in the sense that in the few years following the end of hostilities in Europe, that thing with Hitler, ownership of personal transport was hardly commonplace. The only family person initially known to own a car was a paternal grandfather, although as the early 1950s progressed others, an uncle and two older cousins, were discovered to be members of an “elite” within the working class. On mother's side of the family, everyone exclusively travelled on foot, or by public transport.

Before I reached the advanced age of 10, father had a Francis Barnett two stroke motorcycle for a while, as illustrated, but not the actual one. I also recall his brief venture with a motorbike and sidecar, but so brief the makes of both bike, or sidecar are not recalled. I'd guess this was an unattractive option, or there were problems. It was quickly replaced by quiote an old Austin Ruby car.

Over the childhood and teenage years a mixture of self maintained, very cheap old Fords came into our lives, plus a significant, newer Commer Cob van (Hillman car related) around 1958. Monthly hire purchase payments for the van came from father's part time weekend job selling shellfish in local pubs and working men's clubs.

Never knew why the newer Rootes group van disappeared and father returned to being a member of the “banger” fraternity. Probably money issues, a frequent situation in those years.

The old man somehow kept several unlikely vehicles on the road. Once, he reclaimed an old Farina style Wolseley that had been abandoned by a relative at the gate of a breaker's yard. Old school mechanical know how kept that big old British Motor Corporation banger on the road for some years. As a young adult I borroed it on more than one occasion such as for trips to tour the old BSA factory at Small Heath and Triumph at Meriden. Accompanying motorcycling mates shared the petrol costs.

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SideLines Thinking back to the pre adolescent years, the Health and Safety brigade, and no doubt modern day social workers would no doubt be disturbed by some of the things undertaken by a young lad still in short trousers. Different times, of course, and in the greater scheme of things, likely no harm done. Yes, occasional cuts and bruises, but nothing more significant that a clean up and a short term plaster courtesy of mum couldn't put right.

Involvement with father's frequent maintenance and repair sessions meant an early appreciation of how vehicles combine with dirty hands, certainly when operating at the “banger” end of vehicle ownership. The need for additional hands, or feet, could arise any time and being dragged from television, or childhood play was normal.

Handing tools to this guy with only his legs sticking out from under a car, or bleeding brakes became established routines, even when unable to see over the steering wheel.

Who else could help with “pushing foot pedal down”, “hold it”, and then “slowly up” ?

Not long after starting work, the desire to become mobile other than on a much loved bicycle, led to a 250cc BSA C15 motorcycle, just after turning 17. This 1960 model was bought second hand early in 1963 for £100, for which father signed the necessary hire purchase documents. A £20 deposit, raised from selling a substantial model electric train set, was required followed by 36 monthly payments of £4.

Fifty plus years down the road it's interesting to reflect that from a weekly wage of £5.50 in new money, £4 went to the landlady for board. The first year was a struggle, but a supportive mother meant purchasing clothes and such like could almost be forgotten. However, annual birthday wage increases as an apprentice meant the financial burden of that first powered two wheeler eased.

The little BSA proved a fairly solid performer as transport to and from work, plus college. It also did well travelling from London to the family home in Sheffield for some weekends and holidays. It also enhanced leisure at a time when motorcycles were an undoubted feature of youth culture. Even as a humble 250 it was a passport to some of the 1960s motorcycling scene, including cafés, the famous 59 Club, and being with like minded folk.

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SideLines Mechanically, the C15 is remembered for three problems in its first year. The bike simply wouldn't start one morning.

However, the mushroom like contact breaker assembly (arrow A) had been repeatedly coming loose due to a rather mashed philips headed screw (arrow B), so a new one was fitted the evening before. What wasn't apparent was that, in my amateur attempt at replacing the screw, the contact breaker drive had been pushed into in the internal driving slot 180 degrees out of synchronisation. There was a spark, but at the wrong point in the four stroke cycle – “Suck, squeeze, Not bang, Blow�.

A workmate with a rare Bianchi 175cc motorcycle sorted the whole thing in about 10 minutes. I was not left to feel shame by that first experience of a saviour in a long line of future helpful motorcyclists. What was learned that Saturday morning on a residential street in Barking, Essex was something never to be forgotten, and even for something so relatively simple has proved useful ever since.

A faulty ignition coil was replaced with one from a car spares shop rather than the more expensive version from a BSA dealer. There was something more significant.

From the outset an oil leak in some senses didn't make the bike stand out as unusual when so many Brit bikes left their oil on the ground. However, over the months this got worse and more oil was required to replenish the oil tank.

The turning point followed a long ride for back to the home town. The outcome was almost a disaster when oil on the rear tyre mixed with a damp road almost caused a brown pant moment. This time father suggested the oil tank itself might be the problem, so it was removed. Bingo ! A split in the out of sight rear.

Without a thought he cleaned the culprit surface down to bare metal and repaired by old school soldering. Two large, non electric soldering irons heated on a kitchen gas ring, suitable flux paste, and strips of solder. Father always seemed to have everything to hand from years of his home based vehicle activities. An interesting way to spend a Sunday evening followed by a lick of available paint, refitting the tank, then filling with oil that was destined to stay put. Beneficially, the repair, being out of sight, meant no need to colour match the repainted surface. Result !

Nearly forgot another niggle with the BSA. It had small, circular rocker caps fitted to more models than just the little 250. These could come unscrewed and lost, so regular checks for tightness were required. Did lose one before warned of this questionable design feature and therefore kept an eye on the things.

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SideLines In the years that followed a passion for most things motorcycling was established.

Some memorable old machines afforded much pleasure through riding and fettling.

Late teenage years of regular Saturday maintenance ahead of Sunday rides became a pleasant routine.

Even mechanical failures somehow didn't detract from keeping cheaply obtained bikes on the road. Saturday morning visits to motorcycle dealerships for necessary spares, plus first name familiarity with engineers, who could quickly repair engine failures became familiar aspects of life. The year round use of motorcycles for daily transport and being a member of a motorcycl;ing fraternity was cherished.

As experience grew, familiarity with particular motorcycles and their components meant increased confidence in working on them. Equally, learning what not to do, especially if it proved detrimental, was, and is still seen as beneficial. Mistakes were made, but ultimately lessons were learned and carried forward into enhancing motorcycle ownership and the riding experiences that followed.

Compared to many motorcycling compatriots, past and present, it would be wrong to suggest any sense of superiority. Some folk might cause a shudder of doubt, even concern over how they went, or go about their motorcycling. Yet, others have been, or are seriously envied for their skill, approach, expertise, and knowledge.

Today I still try to do as well as I can, but accept that some shortcomings exist. I don't feel inclined to clean the bike and sidecar to showroom, or concours condition, being much happier riding. On mechanical matters certainly do try to keep ahead of regular maintenance and those things which keep the whole show on the road.

Without doubt, as with many sidecar types, do like to tinker in an effort to improve.

Such things may be based upon whim, but often because another enthusiast has identified the potential benefit of some item, an adjustment, or idea.

For sure, there's no claim of being an infallible expert, and the counsel, advice, or help of others is still willingly sought to help maintain any claim to still being called. . . . . . a “petrol head�.

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Bob Spendlove Arts

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

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

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

Let There Be Light – Part 1 ?

A recently read motorcycle road test in a favourite, long subscribed to magazine was interesting, yet disappointing. Years of reading road tests have predominantly had little to do with purchase, more the broad interest in powered two wheelers, probably like most motorcycle enthusiasts. Now and again research into possible buys does occur. Whim, fancy, and a desire to keep pace with fashion by converting the latest XJCB NinPanSX into ownership has not been on the agenda.

Information from road and product tests can be supplemented by internet searches on forums and other sources, which sometimes influences purchase of parts, accessories, and clothing, but more often simply gains a little knowledge.

However, do remain cautious to flag waving by biased enthusiasts, and salesmen.

Right, back to the "disappointing" element of this latest motorcycle road test of a Yamaha vee twin street model. The usual, predictable manufacturer information pack dialogue was present, no surprises there and acceptable because journalists need to report specifications, features, and background information about the development of a new model.

Equally, motorcycle journalist views on performance, handling, and appearance are flavoured with their own personal likes and dislikes. Some clearly prefer certain manufacturers, or, shall we say, at least “lean towards them”. Still, cannot be too sensitive to a journalist's preferred brands, model styles, and riding habits, as we all possibly guilty of some degrees of “favouritism”.

The “disappointing” element was an opportunity missed because for the first time in a motorcycle road test, that can be recalled, was commentary on the Yamaha's lighting. Commentary missed because the ride included a late arrival at a destination in the dark, something that apparently never features in road tests, be they inividually endeavours, or on some vehicle launch junket. A night time arrival not merely novel, but potentially unique in motorcycle road tests.

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Of course, in these days of motorcycles being presented, viewed, and ridden as leisure vehicles, rather than everyday personal transport, the thought of night riding is likely to be uncommon.

So, what's the big deal ? For some time light arrays have become features of “identity”, and being seen by other road users rather than illuminating a dark road. Yet, some motorcycle design has recently to incorporating improved lighting notably LED headlights, supplementing already fitted auxillary LED equipped sidelights, indicators, brake and instrument lighting.

More recently, the emergence of LEDs has offered longevity, improved lighting, and reduced energy requirements. The latter considered beneficial for motorcycle charging systems, but also a valuable element for emerging electric vehicles. Even the last bastion of traditional lighting bulbs, the headlight, now sees the rapid emergence of LED alternatives, be they specific units, or LED bulbs.

As lighting on motorcycles has gradually emerged over the years as something that is important and technological change have brought worthwhile improvement, it seems remiss to completely ignore this aspect of a motorcycles functional performance. Do the lights on a vehicle do the job, or is there room for improvement ? Legality in respect of motorcycle design, as well as what laws a rider must obey are one thing, but do motorcycles lights perform in a way that enhances both the riding experience and all round safety ? Are they fit for purpose, or just an addition that “looks pretty” ?

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How a road legal motorcycle performs around a race track is all very well, something often part of contemporary road tests, but what about a cold, dark night returning from a ferry, or a workplace night shift, on some unlit road ?

How does that lighting perform when legality and more crucially survival demand that being seen in bad weather conditions are encountered ? ABS with cornering capabilities, traction control, “Rain” modes, and all the other paraphanalia are questionable if seeing and being seen is not high on the agenda.

Maybe it's high time motorcycle journalists, magazines, motorcycle websites, and all the other “representatives” of motorcycling routinely addressed the issue of lighting performance on motorcycles, so that riders can be seen and just as importantly see where their road leads. We have the technology, don't we ?

Footnote: The whole issue of lighting came to the fore when problems recently arose with the headlight on our sidecar outfit. For some time the lighting has been virtually all LED, i.e. side lights, indicators, and stop lights. LED running lights have featured for day time riding (even a vehicle as wide as a small car can still be invisible to the myopic hordes), as well as slightly supplementing the headlight.

Headlight duties have been quite reasonably entrusted to a HID (High Intensity Discharge) system, which for a while did seem to work. Trouble is that the outfit is hardly out and about at night, at least on unlit roads, so if there have been issues they have not been too obvious. Headlight on in bad weather doesn't mean the rider can appreciate effectiveness, or even if the light is actually working.

Problems became apparent when in a dark, daytime rainstorm we came to a halt in traffic behind a large panel van. Whilst the LED running lights were obviously lit at the outside extremities of the outfit, there was no sign of a reflected headlight beam. On arrival at home it was clear that the headlight was not on. Subsequent checks of wiring, switches and connections resurrected the headlight, but with an obvious flicker.

Investigation provided useful, but disappointing information, “ A common cause of flickering HID headlights is voltage that is too low being sent to the ballast. Low voltage in your vehicle's electrical system can be caused by a defective battery, a poorly performing alternator or the use of daytime running lights.”

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Additional commentary from a vehicle mechanic friend suggested the reliability of HID systems can be down to price. In essence, you get what you pay for. What was discovered was that the HID system on the outfit incorporated a cutout to prevent the high intensity bulb/ tube from failing. This seems to account for the headlight being effectively turned off when riding. Not a satisfactory situation.

One thing was abundantly clear, there was no question of removing the LED running lights. Besides, if these were turned off, the flickering persisted. One thing did arise during the genral inspection of the electrics. An earth cable to a standard connection on the engine was loose. This was easily sorted, but made no difference to the lights issue.

Initial determination to resolve the problem led to online videos with advice on a claimed solution to the flickering problem, i.e. installing a suitable capacitor in the power feed connections to stabilise the voltage. Initial reaction was to order a capacitor. However, by chance, whilst travelling in a friend's van at night, the headlights appeared quite impressive, which justifed a favourable comment. It transpired that the van had been fitted with LED headlight bulbs. Consequently, the plan to attempt a remedy for the existing HID set up on the sidecar outfit was abandoned in favour of trying the LED bulb route.

As this is written, a new LED headlight bulb has been fitted, adjusted, and now awaits appraisal out on the road. A positive outcome is hoped for, but as with anything new and personally untried, only time will tell. For the record, the chosen LED bulb was not some cheap online “imposter”, there's plenty of those, but an item that for me didn't come cheap.

Finally, at least for now, the title of this piece suggests a possible follow up, “Part 1 ?”. It might take a time to report back, and hopefully positively. . . .

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