Sidecars On Line 36

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 36 – August 2018

A simpler, MZ approach to sidecarring at the Motorcycle Action Group's 2018 Farmyard Party.

Respect

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Contents this Issue Editorial – Weather, rides, and an alternative to attending the EGT. Bikes (?) that Time Forgot – Recounting past motorcycles has been consistent over many years until the depths of the personal memory banks somehow rebooted Oscar's Odyssey – A First Taste of the Oriental – Brief experience of an early Japanese motorcycle classic “Whatever did MAG do for Us ?” - 2 – Another update on the never ending fight to protect UK motorcycling Vmax Diaries Part 6 - A minor change to the bike's appearance with a never before tried method of painting Sidelines – Multi National Motorcycle Production – Does the flag on the motorcycle indicate where it was produced ?

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Editorial UK weather has been unusual with dry, sunny, and high temperatures. For those out there familiar with 30° Celsius temperatures on a regular basis, anything beyond 25°C is, for those of us tuned to a different wavelength, extreme.

Some love it, but personally not appealling. Anything affecting sleep, eating, and discomfort is unwelcome. Motorcycle seats too hot to sit on hardly changes the possible negative mood for those of us, who grew to be adults because of being well watered, not fried ! Any tan is traditionally more rust than assaulted by ultra violet !

Yet, there has been an upside with heating turned off for and so reducing utility bills leaving more money to spend on proper stuff such as a new rear tyre, and fuel for the outfit. Weather induced discomfort can have some upsides.

Highlight of past weeks have been the excellent Motorcycle Action Group's Farmyard rally. An acceptable formula of entertainment, good company, location, and the better half now devoid of crutches with her improving mobility, meant all was well with the world. Good weather except for a brief blast of heavy, monsoon rain on Saturday afternoon just after the laughs of Rick Hulse's ever popular comedy extravaganza.

Next time out with grandson Cameron on our now annual trip to the Hobgoblin sidecar club's “Engine & Pushchairs” rally. Very hot weather did not diminish a great weekend spent with long term friends, some not seen for quite a few years. Little doubt that our small part of the UK motorcycle scene still manages to retain a feeling of being more family than just a club.

Adding to the rally pleasures were the rides to and from the event. Cameron, a fully absorbed, enthusiastic 9 year old petrol head travelled in the sidecar whilst we two took in the scenery and sights along our route through the counties of Yorkshire, Lancashire (sorry Greater Manchester, we're old school), Cheshire and Shropshire.

A negative was the crazy riding of some solo motorcycle riders, who clearly consider their immortality assured whilst reinforcing the negative opinions many have about motorcycling. “Making progress”, as advanced police motorcycle riders preach, is all very well, but there's a time and a place. Certainly not a summer Sunday afternoon on busy roads.

The first experience of the Kawasaki guy crossing the solid double centre line on a blind bend, he was very lucky not to take himself and others off to ER, or worse. As for the five treating a busy stretch of motorway as a if on a track day passing traffic on all sides, no comment.

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A major disappointment was the cancelation of the 30 th European Sidecar Rally, the EGT, at Reddighausen in Gerrmany. Sadly, the extreme weather all over Europe had created a severe local water shortage apparently resulting in a degree of rationing. In an area of around 3000 people the influx of as many sidecar enthusiasts would have been very problematical. Local authorities had no option but to understandably call off the event.

However, our travel arrangements had been made in respect of accomodation along the route. In addition we were already committed to the 48 th Belgian Jumbo run, an established favourite. Fortunately, friends, who we would have met at the EGT, invited us to their place.

The last time we saw Kerstin and Kevin they were planning a world trip on their sidecar outfit. In due course we followed the online account fo their three year plus trip through Europe, Asia, Australia, New Zealand, and South America. Problems meant the North America and Africa elements of this great adventure had to be abandoned. During our time with them it provided the opportunity to have first hand accounts of their amazing undertaking, both in explanation and stunning images.

Respect doesn't even come close to describing our admiration in what they experienced.

Added to the fascination of their world trip, Kerstin and Kevin introduced us to their new venture, a sidecar based mobile food business, “Kev's heiβer Ofen”. It's early days, but first impressions are encouraging. https://www.kk-chaostours.com/ We certainly wish Kerstin and Kevin well, and plan to provide more details in a later issue.

SidecarJohn

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Bikes (?) that Time Forgot Whenever situations justify recalling the motorcycles that have graced, or possibly cursed a personal history on two and three wheels, there has been some certainty.

From the first chapter, the BSA C15 250cc . . . . Hold it, personal memory is reckoned to be good, but it has to be said that there have been omissions. Oh dear, it's clear that a couple have been missed from the list.

Yes, there was a powered two wheeler before the illustrious 1960 model Small Heath single. This earth shattering revelation could have changed life as we have known it, especially as it was in the early 1960s, and in a hot bed of social change.

So, YXA 119 was not the first, after all . . .

At 16 this northern lad left the family home to become an apprentice in Essex working for a well known automobile manufacturer. I believe they are still in business, although sadly no longer producing vehicles in the UK. The teenage culture of south east England was somewhat different from that of the dark, satanic north.

One particular aspect became apparent within weeks of this particular adventure starting, namely two tribes of powered two wheel culture. On one side, the old school rocker/ greaser bike crowd, on the other the new generation of scooter riders, soon to be tagged as Mods.

For a time there was no thought of lining up with any grouping. After all I had my trusty pedal cycle for commuting, whilst buses and the underground served for more ambitious travel. Occasional visits back home meant parental contributions to train fares. Nothing suggested anything other than still working to assimilate into the whole scene rather than commit to anything. Any powered two wheeler was not on any agenda.

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Then, the guy I shared a room with in our lodgings, said his Vespa scooter was for sale as he was buying an obscure three wheeler car of the 1950s. The make is not remembered, however, our guy called it Mavis ! Curiously, this stimulated an almost frantic interest. Any previous disinterest disappeared and contact was made with parents for potential financial assistance and support.

The deal was conducted in a hurried blur. A much loved model electric railway set was sold, an aunt chipped in, and insurance arranged by father back home in Yorkshire. £25 changed hands on a Friday, the fellow lodger drove off in the three wheeler for his usual weekend with parents in Margate, and I pondered the prospect of a first ride on Saturday. Yes, a first ever ride in control (?) of a powered two wheeler, even if it was only a red Vespa 125 cc scooter.

The Vespa model in question

That first ride to show my new wheels took me two miles to where two fellow northern lad, Brain and Bob, were lodging. Thankfully, the Saturday morning roads were not too busy, so any misdemeanours on my part on the Vespa's small diameter wheels were not too dangerous. Control of throttle, clutch and the somewhat different left handed rotating gear change, were all “variable”. Brakes ? Oh yes, they worked, but the technique would need time considering the mistakes made.

Brian and Bob looked impressed, after all I'd got ahead of them in the motorised wheels stakes, but probably giggled at the one defining moment, still vivid from over 50 years ago. Riding to the end of the deserted street, remember those, I opted to turn around in the width of the road. This involved a tighter turn than expected and resulted in a very slow tumble as the scooter floorboards touched the road. No damage, not even paint scuffs, and no injury, other than to a mid teen's pride.

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Saturday and Sunday were spent trying to master the controls and riding of the newly acquired “beast”. Was I ready for the Monday rides to and from work, probably not, but the die was cast, or so I thought.

The Sunday evening brought something of a shock when fellow lodger returned to announce his parents were unhappy with the three wheeler and that the Vespa was to be retained. As the whole deal had been conducted on a gentlemanly agreement with no formal paperwork, plus he still had the appropriate vehicle title documents, I was presented with little more than disappointment. Dealing on a different level was hardly viable, beyond the fact he was older and bigger than me.

After informing parents, cancelling insurance, and slight loss of face with Brian and Bob, the experience was soon forgotten. Strangely, or was it, within weeks fellow lodger, Malcolm, who never seemed to settle left his student apprenticeship to take up a job his mother acquired for him back home in Margate.

After the Vespa experience thoughts turned to motorcycles for commuting to work and college, rides home to Yorkshire. Motorcycles were viewed as offering more options than scooters. Probably more relevant was the emergence of new friends in and around work, who were predominantly motorcycle orientated, which for this teenager seemed crucial.

The incredibly brief Vespa tale was effectively forgotten, and so has not appeared on historical ownership lists. However, the second “forgotten” did feature much more and it's regretful that it has been constantly missed out, or credited with having provided reliable transport.

In the early 1970s we lived and worked in Leicestershire. Family transport was now a motorcycle outfit in anticipation of starting a family. Indeed, as Christmas approached in 1972 we found there was a passenger on the way for the Ural/ Watsonian Palma sidecar outfit, bought new from Fred Wells in Forest Gate, London.

One of the first in the UK, the 650cc Russian flat twin, the short comings of the Ural were plenty. A slight clue to shortcomings could have been identified by the extensive, heavyweight toolkit provided. For the record, it could not travel solely on the motorcycle (it was sold as a solo). Even so, many other tools were required over nearly three years ownership to keep the wheels turning. It only survived because unfortunately it was purchased using a three year bank loan.

However, day to day personal transport was still required, so a too often broken, or failing Ural waiting for parts didn't fit the bill. Family transport needs were also often curtailed. An economic, reliable alternative came in the form of a locally advertised Suzuki 50cc step through, bought for the grand sum of £50.

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The Suzuki cost minimal road tax. The Ural was insured on a rider policy, so the tiny Japanese machine was covered. Everything was intact and roadworthy, plus never required any replacement parts, or repairs. Maybe forgetting it's existence stems from it just performed in all weathers and conditions. Sadly, at the time it wasn't viewed as anything special, so, with regret, no images of this actual little gem.

Not the one, but same colour

The 50cc two stroke Suzuki featured the usual step through characteristics and appearance, including Posi force lubrication, which meant no mixing of oil with the petrol, the norm for two strokes for decades. Consequently, much reduced tell tale smoke from the exhaust, making the bike in motion looking little different from the sector king, Honda's multi million seller Cub. The result was wallet friendly economy of three figure mpg and frugal use of oil.

Without a doubt, the economy of the Suzuki meant necessary repairs and maintenance of the less user friendly Ural remained viable.

The Suzuki was used for all manner of commuting duties. Initially, for a daily round trip totalling five miles to and from the job, plus odd shopping rides. It even served as a taxi for the other half when she attended evening classes. Two up might not have been suitable for long distances, but for urban transport ideal.

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Perhaps most memorable was when on a full time university course when the round trip ride was about 20 miles. Riding the little 50cc compared favourably with the apprehension that blighted Ural rides. Considering the Ural was meant for transport as a couple, then with our young daughter, apprehensive was hardly a formula for enjoyment. “What now ?” became too much of our Ural dialogue.

Once the comparison between the Russian and Japanese machinery became quite apparent. Part of the university course involved solo visits to various educational institutions. A visit was arranged to a college in Mansfield, Nottinghamshire, some 55 miles from home. The Ural was chosen for the early spring ride because of the distance, and poor weather. Also, most of the route was on a busy, major road.

Despite an established routine of charging the battery and giving the Ural a preparatory once over, the Ural proved difficult to start and not for the first time.

With time a factor, remedial action was put aside and the Suzuki “stepped in”. Even with limited 40 to 45 mph speeds on the flat, the destination was reached in good time for the organised visit.

The outward journey was eased by a let up in the weather and a tail wind along the A46. However, the return was less pleasant into wind and rain, whilst the slower progress emphasised the negative effect of passing trucks. Hardly pleasant, but the Suzuki's performance on that day still brought a smile at the end.

It's remarkable that the little Japanese workhorse plodded on for more than a couple of years yet has been forgotten. Ultimately seeing off the Ural and through the initial period with our Honda CB750 four outfit. A move to a new home and job meant the Suzuki was sold to a neighbour for commuting.

It's odd that we somehow forgot that little Suzuki. On the other hand, if that early, very brief Vespa scooter experience had developed would this have resulted in a completely different life of no motorcycles and no sidecars ?

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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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A First Taste of the “Oriental” In one or two earlier tales, I gave fleeting references to my Honda CB 250. This was a great looking motorcycle. However, I only had the little Honda for something like 6 months. How come ?. Read on.

New Years Eve, 1963. I was on my way to work on the Royal Enfield Crusader. About half way to work, a car pulled out of a side road, right into my path. No way could I avoid hitting the car. I remember a solid thud as my motorcycle hit the car amidships.

Then nothing. The next thing I knew was of me being carried into the hospital on a stretcher. This time I didn’t clear the car, but smashed into it headfirst. I sustained a deeply slashed bottom lip, and the loss of three front teeth.

After being stitched and cleaned up, I signed myself out of the hospital. You see, I couldn’t let my mum know of this incident second hand. She was a real worrier. I had to walk through the door at home alive, even if not that well. My Mum, like all mums I suppose, to her dying day, worried about me all the time. If only she knew the half of it.

The little Enfield was a write off. The driver of the car, was convicted of careless driving and I received the princely sum of £285 compensation. £60 of this I gave up for salvage of the bike. I duly rebuilt the Enfield. New fork legs were fitted, and the tool boxes and chrome mudguards, which I had removed earlier in order to lighten the bike, were also replaced. The Enfield looked just like new. Just a slight hump in the top tube of the frame, with a slight oil leak from the underside of the crankcases. Definitely nothing to get worried over.

While I was in the process of rebuilding the Enfield, one of my workmates , Roy, loaned me a 125 cc. Royal Enfield Flying Flea. This had a hand change with 3 speed gearbox. The timing was so well worn, that if you almost stalled it, you could get the engine to run in reverse. Needless to say, we all had loads of fun riding backwards doing circus tricks in the underground car-park where I worked at that time.

I remember that I actually got stopped for speeding on this flying machine. 45mph downhill with the wind behind me. When the speed cop told me my speed, I looked at him first, and then the bike, saying “ Are you really sure that was the speed ?”. He looked at the bike, pushed his cap to the back of his head, and replied, “That’s what we have recorded”. Anyhow he let me off with a warning. A small amount of mind games worked that time.

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Military version of Royal Enfield Flying Flea as used by the British Army in WW2

By the beginning of April I had traded in the 250 Enfield for a brand new, straight out of the box, Honda 250cc CB72. I got £100 trade in for the Enfield, which I thought was good, considering the bike had a bent frame and cracked crankcase. I parked the Enfield over a puddle so as to not make the oil leak obvious. The Honda cost me £264. For a paltry £10 more, I could have bought a 650 cc Triumph.

The Honda was fast, but it didn’t handle very well. The Japanese tyres and the dodgy rear shocks had to stay on until I could afford better.

Before the T.T. in June, I had slipped off the Honda twice, both times on greasy surfaces, the first in the middle of a road junction in the city centre. The second time when coming home from a trip to the speedway at Belle Vue. Approaching an “S” bend near to the top of the “Woodhead Pass” I leaned into the right hand bend, too late did I see the patch of oil on the road surface. Down I went, the bike sliding and jamming under the “Armco”, the bike stopping me suffering the same fate. Roy, now riding a Norton Dominator, came down on the same patch of oil, using me as a buffer.

The Honda, less than 2 months old, was looking rather second-hand.

So, come June and the T.T. Somehow the Honda had come through a face-lift. It now sported a “Peel Mountain Mile” racing fairing, glass fibre tank, and beautifully turned venture bell-mouths on the carbs. All this and a brand new “Barbour” suit. My friend Mick had graduated from the Ariel Arrow to a Yamaha 250 cc, and was the first in Sheffield to have one of these models.

On our travels around the “Island” we had discovered “Marine Drive”, a fantastic 3 to 4 mile stretch of twisting cliff top coastal road, leading from Douglas Head to Port Soderick. I knew that my Honda was faster than Mick’s Yamaha. But, the Yammy had 5 gears against the 4 of my Honda. Mick always had the edge on this road. I was determined not to be outdone.

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So, I concentrated on watching for his brake light to show on the bends. I would leave my braking that fraction longer. It was working; I was catching him, little by little on each bend. Then the inevitable happened. Mick guessed what I was up to, so he braked later. So did I and I ran out of road on a fast right hander. The front wheel just ran onto the grass verge. That was enough, into a ditch the Honda went. I flew onwards, landing on my back in a patch of gorse. A soft landing. Once again my star was shining. If this had been a left hand bend, would have gone over the cliff and into the sea, 50 or 60 feet below.

Standard looking Honda CB72

Having gathered my wits, I picked up the Honda to inspect the damage. Twisted forks, flattened silencer, and the beautiful double curved screen of the fairing was smashed. Apart from that, little other damage was evident. At that precise moment, a police car came by and stopped. The driver studied us for a while, and then said “Dear Mum, I am coming home wearing a wooden overcoat. Please be ready”. With that he just drove off.

This little incident sobered me up. I realised that I wasn’t likely to survive very long riding in this balls out manner. Even so, I had another off before I left the Island for home. In exactly the same place as the year before, but riding the other way. I was riding around the sharp left hand bend at the top of “Groudle Glen” and straight over a car exhaust pipe that was laying in the road. I lost the front end, coming down in a heap. Not my fault this time. But it still hurt.

The ride home was a sober affair. Twisted forks, buckled rear wheel, smashed screen, badly scraped fairing, battered exhausts. Not to mention ruined jeans and badly scuffed “Barbour” jacket. I had had enough.

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NO !, not of motorcycling, just of this bike that didn’t handle. By the end of July, the Honda had gone, replaced by a Norton 88 SS. What was good enough for the likes of Geoff Duke, was plenty good enough for me.

I guess, if I had persevered, I could have made a good machine of the Honda, but I had lost confidence with it. It certainly was very fast. Going over the “Mountain” in the Isle of Man I could easily leave behind Mick's Yamaha. The rev counter red lined at 9,500, yet I could take it up to 11,000 revs, which took it above the “Ton”. Super stuff from a 250 cc. in the early 6o’s.

I sold it for £165 to a coach fleet owner in Nottingham. I sincerely hope that he had more luck with it than I had.

Once again. No personal photos. Although I do recollect many photographs being taken of me and my machine as I roared around.

Oscar Editor note: A blast from the Oscar past. . . . happy days.

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“Whatever did MAG Do for Us ?” - 2 Repeating the sentiment in the last issue, as members of the UK's Motorcycle Action Group, we will continue to promote the value of membership. Yes, we do happily participate in the social aspects, be it contact with our local section, Huddersfield, and notably the broader scene of Yorkshire MAG. However, we also know that there are loyal members, who remain happy to be part of the fight for motorcycle riders' rights at a distance. Whatever the style of involvement the view is that there is something to fight for because the threat to our particular chosen activity never goes away.

Whilst bureaucratic agencies and political animals avoid taking on the masses, they have to justify their existence. So, steer clear of dealing with drivers on mobile phones whilst supposedly in control of a potential killing machine, but focus on a legitimate minority group of road users, who happen to ride powered two wheelers.

So, what has MAG been up to recently in the never ending struggle to defend UK motorcycling ? It has to be said that the press releases, which follow do not reflect the sum total of MAG activity. In fact they only rewpresent part of what is happening at any given time. The fight for riders' rights is both complex and considerable, and what must not be forgotten is that ALL users of powered two wheelers, and by default, sidecar enthusiasts, are threatened. Daily rider, weekend warrior, fine weather poser, continental tourer et al, we are all in the same boat.

It's long overdue that the membership of MAG more reflected the levels of powered two wheeler use, including you guys with something attached to your pride and joy.

The following are further examples of MAG activity in recent months. Read on; 6th July 2018 - MAG slams total absence of leadership in the war on motorcycle theft The Motorcycle Action Group has publicly condemned what it sees as a complete lack of leadership, understanding and vision by senior figures responsible for dealing with the epidemic of motorcycle and scooter theft. MAG has vowed to hold the government, senior police chiefs, and the judiciary to account for the deplorably weak response to this national issue. Director of Campaigns & Political Engagement, Colin Brown, has asked “Why is it that criminal gangs can demonstrate a better level of vision, organisation and adaptability than those whose job it is to protect us as law-abiding citizens?”

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The national disgrace that is the ever-escalating lawless nature of this country has affected many areas of society. The motorcycling community is one that has been hit hard and yet it would seem is one that does not deserve the protection of the state. Few can have escaped seeing the news reports if not being directly affected by the lawless behaviour of gangs of criminals on stolen motorcycles and scooters. In London the very highly publicised attacks on members of the public and celebrities alike, with violence regularly featured, fill the newspapers.

Less well reported nationally are the criminal gangs of anti-social riders that terrorise communities, placing people at risk of serious injury as they mount pavements and practice stunt riding on the public highways on a daily basis.

Colin said “Behind all this criminality is the epidemic of motorcycle theft that fuels and enables the behaviour. As I heard one wise police officer comment; ‘these people are not the type who go out to their local dealership to buy, register, tax and insure a motorcycle.’ We are not likely to be rubbing shoulders with them at a local charity run unless they are there to steal our bikes.

“Despite all the spin and Home Office Roundtable initiatives that claim to be dealing with the issue and even to having it all under control, the main point raised by the motorcycling community has still not been heard. The decision-makers have never ridden a bike and focus purely on the outrageous behaviour towards what they see as ‘normal’ people.”

MAG has a very simple solution to all the criminality: deal with the theft of motorcycles. Moped gangs would be reduced to being just gangs if they cannot source machines; anti-social riders can only be antisocial kids on foot if they are not riding bikes. Take away the new tool of their trade and they suddenly become less capable of breaking the law and far easier to apprehend.

Colin Brown went on to say: “The police are constantly asking for partnership-working due to the pressures on their resources, yet despite repeated offers they generally don’t want to work with us. We engaged with the Home Office Roundtable process but, again, despite repeated offers we were not actively engaged in any of the task and finish groups. The only people at the table with first-hand knowledge of the real face of motorcycle theft and the realities of what victims are suffering were excluded from the process. This has resulted in our view in a massive tick-box exercise that has not come close to tackling the problem.”

At the end of 2017 MAG attempted to collate details on the national picture, to understand the true face of the crime across the country. Freedom of Information (FOI) requests were sent to every police force in the UK. A simple question was asked: how many motorcycles have been stolen each year over the last 3 years? Shockingly 34% of police forces failed to give any response to the request, despite the fact that they have a legal obligation to do so. Three of the responding forces said that they did not record motorcycle thefts separately from other vehicle types, and could not therefore say how many had been stolen.

Colin Brown says “We are repeating this exercise with all UK police forces, asking how many motorcycles were stolen in 2017, how many were recovered, and how many criminals were charged with theft of a motorcycle. If we do not receive responses we will be referring those forces to the Ombudsman. We are also asking all local authorities how many secure motorcycle parking bays they provide, what their spending has been on secure parking infrastructure and what their budget is for 2018. From this data we will identify areas where there needs to be closer scrutiny, and we will then examine the response to the issue and planned action in that location. We will demand that independent advisory groups are set up to hold the senior officers and local authorities accountable. We will make our findings public and, where necessary, lobby local PCC’s and MP’s until action is taken.

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“The time for platitudes, spin and box-ticking is at an end. We demand meaningful action and we demand it now.”

27th July 2018 - MAG demands action on ‘Pothole Britain’ The Motorcycle Action Group (MAG) has added its voice to demands that the appalling state of our roads is addressed. Road faults are damaging motorcycles and causing injury and death.

MAG has backed the RAC’s criticisms of the state of the roads in the UK. The damage to the road surfaces has been caused by limited repair budgets and extreme weather – both hot and cold – which the UK has recently experienced.

David Bizley, RAC Chief Engineer, said: ‘From a driver’s point of view, our roads are still in a poor state of repair after the damage caused by ‘The Beast from the East’ and the generally harsh late winter conditions the country experienced.’ The RAC recorded 4,091 pothole-related breakdowns between April and June – the highest figure for this three-month period since 2015.

The figure includes breakdowns for the category ‘likely to be attributed to damage caused by potholes and poor-quality road surfaces’ – such as damaged shock absorbers, broken suspension springs or distorted wheels. The RAC also says its Pothole Index – which is based on a quarterly rolling analysis of pothole-related breakdowns – shows a worsening picture in the second quarter of 2018.

The index, which began at a base of 1.00 in 2006 when the RAC started recording data, moved upwards from 2.63 across the three-month measuring period to 2.67, marking five successive quarters of deterioration.

A spokesman for the Motorcycle Action Group, Ian Churchlow, said: ‘potholes are not a theoretical problem for bikers. They cause real accidents and real injuries – and even fatalities.

We read and hear endless calls for reduced death and injury on the road from the road safety groups. We would invite them to join us to take a common-sense attitude towards something which would make a far bigger difference than reduced speed limits – better road surfaces.

Specifically, that means devoting time and effort to getting local authorities to fix the roads, which may not be glamorous but it’s very important. Our question is: will the road safety lobby work with us to achieve that? This is the litmus test about whether or not they are serious about road safety. Pothole Britain is killing riders and this has to end.’

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Motorcycling is constantly under threat. Bureaucrats have a tendency to justify their existence by imposing restrictions and legislation that undermines motorcycling activity.

Too often such moves have been made without objective evidence, or justification. The threat to motorcycling is very real.

Without coherent, organised, and experienced voices to defend, protect, and promote motorcycling, motorcyclists old and new, plus involved business interests could be denied the benefits of motorcycling.

The need to protect motorcycle riders' rights and freedom hasd never been more important.

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Vmax Diaries – Part 6 The Vmax is in reasonable condition considering not a lot of time is spent cleaning and polishing it. Some aspects of its appearance can be influenced by the simple fact that there's a sidecar attached. One side, that adjacent to the sidecar, is hardly open for easy access.

Whilst there might have been a time when clambering all over the vehicle was much easier due to a younger body, a few years have been accumulated since then. The other indisputable reality is that yours truly has hardly been an obessive when it comes to the nooks and crannies that abound on a typical motorcycle. As for the Vmax, there's certainly a lot of nooks and crannies, i.e. awkward to clean, or access elements of the design.

Nevertheless, there are aspects which can sometimes demand attention, even if the “demand” is ignored some time as can often be the case. Something what ultimately couldn't be ignored were the two imitation air scoops either side of the dummy tank area.

The problem was that there had been some corrosion along the front, leading edges of the scoops. Hardly disasterous, but still considered as an area requiring a solution be found. The key thing was that these components are aluminium (take the second “i” out America), so personally unfamiliar territory. A past remedial process was initially considered, that being anodising. A local business provided anodising services, but there remained uncertainty regarding cost and the finished product.

A previous anodising job had been good quality, probably because it was small, but cost more than expected. More enquiries were needed. Advice online from a guy who featured a comprehensive and lengthy restoration of a Vmax suggested the merit of a self help answer. A strip, clean and polish approach was a suggested option, but acknowledged as needing frequent attention to maintain a reasonable look. Some form of coating was determined as preference, but which coating to use ?

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It didn't take long to seek advice from someone familiar with coating aluminium, who suggested based upon his own practical experience. Inspection of Paul Ennis' BMW k outfit certainly indicated his advice and recommendations were worth serious consideration, especially as over the years his technical advice on many things have proved invaluable.

Much on the BMW, on and around the engine, illustrated the potential for achieving a worthy appearance of several aluminium alloy surfaces with thoughtful application of appropriate coating with a brush !

From amongst possible coatings suggested the choice was to use a spray etch primer and brushing black enamel paint. The decision was to coat all the scoop area black rather than retain part of the surfaces with a bare aluminium look as before. After all it had been that the bare sections that had shown the most obvious corrosion.

The first step was to strip the dummy scoops with a budget paint stripper.

Whilst not the considered, frequently mentioned market leader, the product from Toolstation proved effective and easy to use.

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Ready for preparation

Two coats of paint stripper 1 hour apart

Stripped and ready to prime

Several thin coats of etch primer

Ready for the finishing colour

‌.. and inside the front end

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Front end cover (offside) pre gloss spray

. . . . ditto the sidecar side cover

The result has been judged reasonably successful, mainly because there remain signs of brush strokes. However, the overall outcome is considered better than what existed with unsightly corrosion marks on the front edges of the scoops. No big deal perhaps if not a classic bike pot hunter, but unpleasant.

On the other hand, this was a first attempt the philosophical view is that practice can make (nearl) perfect. Equally, it has given the Vmax something of a slightly different look for the already extravagant appearance of that iconic power unit.

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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 25

SideLines Multi National Motorcycle Production We are from a generation that recognised motorcycles as clearly identified with countries. The couple, or so generations before us probably associated automobile production in the same way. For them the situation changed early in the twentieth century when Henry Ford began production of the “Model T” at Trafford Park in Manchester, England in 1911.

Trafford Park, also produced the Model T truck

The Dearborn, USA company was soon followed by General Motors constructing cars in Denmark (1923), and Belgium (1925). GM expanded further by acquiring the British Vauxhall brand in 1925 and Germany's Opel in 1929. These latter companies retained wholly separate identities for many years before the increased globalisation of manufacture in the 1960s and 1970s merged designs and component use.

The General Motors approach was mirrored by Ford, whilst Italian giant Fiat cooperated with Russia and Poland to build factories producing versions of older models, i.e. Lada and Polski Fiat. In due course the big players expanded their operations with factories, notably in Spain, but also elsewhere. Powerful manufacturers clearly pitted countries and regions against each other to achieve the “best deal” by acquiring subsidies and grants from regions where older traditional industries had collapsed.

Today the automobile industry no longer has a national dimension in terms of actual production, and even the controlling “Head Office” is often far removed from the generally perceived country of origin. Once a giant of United States vehicle production, the Chrysler Corporation is now Fiat Chrysler Automobiles. This “marriage” possibly illustrates the now established state of play with multinational big business.

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SideLines One company, Chrysler, hits the financial rocks, the other steps in by making an “offer you can't refuse” placing several famous names under one banner – Abarth, Alfa Romeo, Chrysler, Dodge, Fiat, Jeep, Lancia, Maserati, Mopar, Ram, Magneti Marelli, and other offshoots.

Another example of the auto world's changing structure is that of Jaguar and Land Rover. Both iconic names with clear British identity, but now merged into Jaguar Land Rover and owned by the Indian conglomerate, the Tata Group. The future of these very British names is currently considered by some as tenuous with decreased sales and suggestions of moving production away from Britain.

As for Rolls Royce, Bentley, and the Mini now produced by German companies and MG, the Chinese, the automobile world has changed dramatically in just a few decades.

The powered two wheel world has been somewhat delayed in catching up with the global manufacturing revolution, so much so that many still associate the famous names with nation states. The longer term global change in other vehicular manufacture, extending over nearly a century, hardly compare with the faster pace with motorcycle production.

Japanese manufacturers ventured out of Japan as far back as the 1960s, initially with Honda at Aalst in Belgium in 1962. Yamaha first established factories in Thailand (1964), and the Netherlands (1968). Suzuki also ventured offshore to Thailand in 1967. Over the years production and assembly facilities for motorcycles have been developed around Europe, Asia, plus North and South America.

The early forays into foreign production by the Japanese helped establish their dominance, as well as addressing the need to expand production somewhat limited by home based capacity. For some time the major Japanese players could sell everything they could produce.

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SideLines Looking at the rest of the motorcycle manufacturing nations, home based production remained the norm for many years, very much based upon the some value of national identity. British, German, Italian, and American were consiered “pluses” when selling both at home and abroad. This reverential connection between nation and the name on the tank was relevant and partially worked until Japanese development and quality moved on from mere small engined bikes. “Jap crap”, “Rice burners”, and other slogans helped preserve some myths, but only for a time.

The inevitable collapse of the British motorcycle industry in the 1970s and manufacturing elsewhere struggling against the technological and marketing might of Japan's successful manufacturers was seismic.

Eventually, through various forms of “resurrection”, non Japanese manufacturers rebounded. Iconic marques invigorated by modern production techniques, proactive marketing, and investment linked to better business practices. In effect, following apects of the Japanese business model.

Germany's BMW radically venturing into model ranges far removed from their traditional touring line.

Italy's Ducati, also following a multi model approach, and probably importantly backed for some years by American business knowhow through the Texas Pacific Group.

Britain's Triumph, emerging Lazarus like as a once again world player backed by of all things the housebuilder, John Bloor ! In the USA, Harley Davidson some years back escaping the clutches of an inadequate parent company, and with government assitance through Ronald Reagan's tariffs on Japanese motorcycles, sucessfully selling more than motorcycles, but a “lifestyle”.

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SideLines In recent years, the Japanese model of overseas production has been followed by others. Factories and other supply networks in other parts of the world have been established by BMW, Harley Davidson, and Triumph over a number of years, predominantly in Asia. The national flag on the bike, still promoted as retaining some significance is not quite the whole story, and hasn't been for some time.

Harley 750 made in India as well as the USA

The philosophy of overseas production is probably been based upon two principles cost of labour, and easing access to markets, both of which are seen as key for manufacturers and hosting nations. Selling product on one side, the other providing employment and income for both individual workers and the wider economy.

Crucially, is the question of consequential quality and reliability of offshore production, both likely key issues for motorcycle customers. The importance of this is certainly relevant in terms of encouraging sales and retaining brand loyalty, significant factors in the motorcycle game. On the other hand, when recalling that every motorcycle which emerged from factories in the past, especially in Britain and maybe even Stateside, wasn't exactly the quality product that some might claim.

So, where are we now ? At this moment in time, who knows. Harley production in and out of the USA under the political microscope, at least this week. Europe and Britain facing an uncertain future. Yet, Triumph based motorcycles will enter world road racing again in 2019 as an integral part of Moto2. Not bad for a multi national produced motorcycle.

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