Sidecars On Line 43

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 43 – October 2019

2019 Honda 1800 Goldwing with Champion Avenger sidecar (courtesy Apex Sports, Colorado Springs USA)

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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

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Contents this Issue Editorial – Confession, ageing, mistakes, all the usual stuff.

Goldwing Project – Squire QM Sidecar – Refurbishing a sidecar, sadly more than one step at a time Oscar's Odyssey – The 1950 Cluman's TT – Looking back at the exploits of one man on the famous Isle of Man circuit “It Ain't Half Hot Mum”, or “A Tale of the Unexpected” – Sometimes things don't exactly go to plan “Whatever did MAG do for Us ?”- 9 - A hard hitting reaction by the Motorcycle Action Group to trends that undermine choice in personal transport Sidelines – Choice, Experience & Advice – Part 2 – Continuing theme of what influences have prevailed over a few decades of motorcycling Disclaimer

The information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose.

Any reliance placed on such information is strictly at your own risk.

In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication.

Through this publication you may be able to link to websites. We have no control over the nature, content and availability of those sites. The inclusion of any links does not necessarily imply a recommendation or endorse the views expressed within them.

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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 This issue starts with a confession. A glitch in the summer meant the June issue appeared as July followed by issue 42 being designated September. Yes, an undeniable example of a “senior moment”, or two. In effect the normal August issue “disappeared”, which in turn has meant this 43 rd edition comes out in November, but to redress the balance is the October edition.

Undoubtedly, missing the August date was an error, probably to do with advancing years. Nothing clinically identified, so far, but maybe a situation that fellow senior citizens appreciate. Sad to also relate that health issues in late August unfortunately arose to complicate matters. Further information can be found in this issue entitled, “It Ain't Half Hot Mum”, or “A Tale of the Unexpected”.

As this simple publication enters its eighth year, it's worth mentioning that much has changed in terms of producing it. Changes with technology, the internet, and social media have required consideration. Software and hardware are constantly. The things that make it possible to produce this small effort, plus the equipment you good folk can receive and display Sidecar On Line, are constantly changing. What started out being strictly associated with computers, i.e. PCs and possibly Apple Macs, now involves smartphones, tablets, televisions, etc. All this requiring considerations that can be challenging.

Issues relating to publication software and a change of website host (one company absorbing another) are requiring attention. A potential software change is requiring some re-education. Still, always try to remain optimistic and positive.

Returning to the slight glitch of mistakes with issue dates and numbers. The plan is to effectively catch up by publishing another issue in December to slightly redress the balance. Obviously, this will mean that the mistitled issues of July and September could at some point in the future become collectors' items. This being the case, these could be considered investments and have monetary worth. No promises, but stranger things happen.

In the light of this, and to cover for the fact that the December issue may be a little late, and Christmas is approaching, we would like to present all our readers with the last two issues as gifts. Whilst they may not have immediate worth perhaps they could be viewed as something towards the pension, or something to leave the kids and grandkids. In the meantime, Happy Christmas and a sidecarring New Year.

SidecarJohn

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Goldwing Project – Squire QM Sidecar

Squire QM sidecar when originally purchased The GL1500 Honda itself is probably the most significant part of this somewhat drawn out project. Time, energy, and finance have to date been invested in aspects of maintenance, servicing and replacement in the expectation that the motorcycle will perform as required. Being a new to us, privately purchased machine it would be remiss to state that a small percentage of thought has been given to possible issues once the project is actually in use. After all the big Honda ain't fresh off some showroom floor and blessed with a comforting warranty. Still, only time will tell.

Sensible measures have already been undertaken, generally to allay possible issues.

New timing belts for the flat six engine already fitted, plus oil and coolant changes.

Brakes have been addressed with fresh hydraulic fluid. The existing brake pads still have some miles in them yet. Still to be addressed completely is the sidecar brake, which will be finalised when the bike is eventually linked to the sidecar. Connection to the Honda's front brake is planned, plus likely inclusion of a quick release brake line connection. As with electrical connections, it can be frustrating and time consuming should there be any future need to seperate bike and sidecar.

New tyres are already fitted, plus new wheel bearings. The outstanding job is the electrical wiring from the Goldwing to the sidecar, plus a connection for trailer lights.

As with our current, active outfit the “modus operandi� will be utilising 7 pin connections designed for trailer use. This provides for sidelights, brake lights, and indicators, as well as 12 volt power for internal lighting, charging equipment such as phones, cameras, etc.

Alongside work on the Goldwing, the QM sidecar has received attention. To date, concentrating on changes stimulated by friends' similar QM sidecar projects, particularly addressing known issues with this somewhat maligned Squire sidecar.

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The QM isn't sporty with its fully enclosed fibreglass design featuring a door, similar to the British coachbuilt models of the mid 20th century. It can be described as “substantial”, which can also describe the very significant chassis (see above).

The sidecar features a 1960s style internal air vent system, whixch appeared in the 1960s. Squire also incorporated a car style sunroof, preumed sourced like the air vent controls, from the Ford Motor Company parts catalogue. It's fair to assume these additional features had a significant effect on production costs, which along with a mixture of production complexity and design flaws might account for the Squire QM having a limited production life.

Concerns and flaws \bout the QM are not based upon personal experience, but that of others and subsequent “warnings” of deficiencies. So, what issues have been considered and hopefullyaddressed during the renovation of the sidecar ?

Much of the mechanical aspects have been replaced, but not from sources via the original manufacturer's business descendants. This Yorkshireman's wallet couldn't handle that particular expense. Instead, advice from “those in the know”, i.e. friends with QM sidecar restoration knowledge, plus the internet identifying a variety of suppliers. Coveniently, one supplier operates barely three miles from home.

So, what so far have been the issues to address, plus cosmetic changes ?

• • • • • • • • •

Convert the existing Mini sourced drum brake to disc.

Renewing the sidecar wheel with a 12 inch Mini wheel and new tyre.

Renewing the rubber torsion suspension unit.

Renewing the four Metacone style anti vibration mountings, which support the body within the surround chassis.

Replace the rear glass window hatch with a hinged aluminium alternative.

Replace the rear side glass windows with aluminium.

Replace the passenger seat with a adjustable Vauxhall Corsa car seat.

Amend door opening restriction to facilitate access.

Add purpose made wheel shield to deal with problem of water ingress.

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Oustanding work requires the body being installed in the chassis. A key stage.

Black plastic original replaced with aluminium.

LED lights incorporate side light, indicator, and day time running light.

Arrow indicates air inlet for internal ventilation As purchased

Original rear with hinged glass

Aluminium hatch and rear lights

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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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The 1950 Clubman’s T.T. Not so long ago, I read a book that was loaned to me. It was about the “Clubman’s T.T. Races” in the I.o.M. The book gives a fantastic account of the races over the 10 years that it was run. Every race and every lap of every rider. It is all there. I have tried to buy this book, but sadly it seems to be out of print.* After each chapter of races, there is a story about one of the riders, stating their exploits in the race etc. One story really stuck in my mind. This story concerns Louis Carr and his entry and race experiences in the 1950 1000c.c. Clubmans Race This story is from the T.T. Special 10th. June 1963;

“I think that my very first race in the Isle of Man was as interesting as any, for everything went wrong- even before I got there. I was, and still am a member of the “Newcastle Motor Club”. Well, back in 1949 they decided to enter me in the following years 1000 c.c. Clubman’s T.T. I really don’t know why. But I did have a pretty quick Vincent that I had been breathing on pretty hard. So, that must have been it.

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I was thrilled by all this, but there was one big snag- I had no money. Though I did have a lot of good friends. They were all as hard up as I was, but when you have friends there is always a way out.

Bert Ellis, who, by the way, had been with me on every trip to the “Island”, had a 1937 Ariel Hunter with a chassis on it. So that was the race transport sorted. He couldn’t come with me for the start of practice, but would be over a few days later.

So far so good.

On the big day, I set off from Whitely Bay with what looked like a half ton of gear on the poor combination. All went well till just before Bernard Castle, when on a downhill stretch of moorland road, a small flock of sheep decided that the grass was greener on the other side of the road. Stupid creatures. BRAKES. Oh I tried, yes indeed, but the Ariel had the bit between it’s teeth, and it just refused to slow down, never mind stop.

The outcome was that a dirty old ram got it full in the mush. It had a great big pair of curly horns and they and the ram’s head was stuck firmly between the exhaust pipe and cylinder. The horns were locked in place, good and firm.

At this stage, the Ariel’s handling was rather poor indeed. We hit the left hand bank with a hell of a thud. I flew over the handlebars, landing on the grass verge. Even after all that, the Ariel was still ploughing forward. It ran right over me. This was the last straw – never before had I managed to run over myself.

When everything finally came to rest, I was stuck under the sidecar, with no help for miles. It must have taken me ten minutes to get myself out, but that was not all. The sheep was well dead with it’s horns very firmly stuck behind the exhaust pipe. No amount of pulling and pushing made any difference. In the end I had to resort to taking of the exhaust pipe to get the ram free. Now, what to do with a dead sheep. A few cars did go by, and I couldn’t help but get the feeling that at least one of the drivers must be the owner of the ram. So, each time one went by, I tried to look as innocent as possible till the car passed, then continue pulling the ram clear.

The main reason for all this worry, was that I had only my boat fare, with about £6 to spare, not even any digs money. My plan was to win enough prize money to enable me to pay the good lady at our digs. So you see, if I had to pay the farmer maybe £10 for the sheep, that would have been the end of the trip. No boat fare.

After freeing and dumping the ram in the heather, I took stock of the Ariel. What a mess, bent forks and so was the frame. The wheels were a good 6 inch out of line, but it would run. So I had to press on.

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After collecting up all the tools and gear that were spread all over the road, off we went. It took all I had to keep the outfit straight, and by the time we arrived at Fleetwood, my arms felt like lead. But I had made it.

Once on the island, I set about learning the course. The practice went off all right, although the Vincent is not the best machine to learn on. Come race day and the bike wouldn’t start. In the end, I got away with the 500c.c. machines.

Once under way things were going very well. Until, on the 2nd. lap, the zip on my borrowed leathers burst.

I covered some 2 miles trying to do up the zip. In the end I gave up and pressed on to the pits, where Bert laced me up like a football, while I filled the tank.

Off we went again, in fine style, until we reached Sulby Straight, down which the big Vincent was tramping on. Then came the point where I had to do some braking for the bridge. Everything went with a bang, and I was struck a hard blow on the “conk”.

On looking down, I was rather annoyed to see the front brake cable standing on end right in front of my face – the nipple had pulled off. As you may well know, the rear brake on a Vincent is not very powerful by itself, so I began to think of all sorts of things, funny stories etc. to help pass the time before I moved Sulby Bridge into Ramsey.

At this point I remember seeing a small gap in the wall leading down to the river. I decided to try for it, still doing around 60 mph. One snag, a marshal was in the gap; not to worry, he was going left at a good 65 mph. So I shot through, but fell off while trying to keep out of the river. After some heaving and kicking however, I managed to restart and carry on.

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I finished the race in 5th place, so I was able to pay for my digs after all.

By the way I never told the landlady, she was such a trusting old girl.” @@@@@@@@@ What a good and satisfying read that was. Obviously the world was a much simpler place then. Can you imagine today’s hero’s of the T.T behaving in such a fashion ?

This kind of endeavour by the riders of yesteryear were quite normal. All for the love of the sport.

“The History of the I.o.M. Clubmans T.T. races 1947-156”

by Fred Pidcock & Bill Snelling

Some editions are still available. Expect to pay around £30 for a copy*

Oscar

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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 14

“It Ain't Half Hot Mum” or “A Tale of the Unexpected” Life is a mixture of ups and downs, plus positives and negatives. The effects can vary according to circumstances, some minor and others major. The latter, of course can be influenced by your personal approach an attitude. For one person an issue can be seen as serious, whilst for another person their mentality will suggest the nissue is being taken in their stride. A problem being viewed as a crisis, or otherwise, is likely an indeterminate feature of human individuality.

Life is also hopefully about trying to take care of day to day living, as well as making appropriate arrangements to ensure life can carry on as smoothly as possible.

Shopping in good time before the food runs out; paying bills; maintaining all the equipment that is part of daily living and lifestyle; arranging and paying for special occasions; and hopefully taking care of ourselves. Life being what it is, sometimes things can and do not quite go to plan, or as expected.

Come mid August it was time for our annual trip to Belgium for a sidecar event we first attended back in 1977, the Belgian Jumbo Run. As in recent years, we stopped overnight in England at our good sidecar friends, Shirley and Dave, halfway between our home and the Eurotunnel crossing to France.

Just good friends at the Belgian Jumbo The Belgian weekend was thoroughly enjoyed, although excessive heat in mainland Europe did begin to take its toll. I'm not a hot weather type and try to avoid its downsides. The heat unfortunately meant I didn't sleep well, which caused fatigue as the days passed. However, no suggestion that changes to our trip were necessary.

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Just some of the participants at the 2019 edition of the Belgian Jumbo Run

After four days in Belgium we travelled a mere 100 miles to Amiens in France. A pleasant steady ride on great roads, even if still rather hot.

Halfway through this day ride we stopped off at Beaurains on the outskirts of Arras to visit the newly opened Commonwealth War Graves Commission Experience. The working headquarters of the worldwide organisation now feature a “unique new visitor attraction that shines a light on the work of the remarkable organisation at the heart of remembrance of the war dead.”

Features within the visitor centre include the various aspects of the Commission's worldwide undertaking to maintain and care for war memorials and cemeteries, which honour the 1.7 million Commonwealth casualties who lost their lives in the two world wars. The Commonwealth War Graves Commission is over 100 years old and still employs the craft skills that are such an important feature of paying tribute to fallen heroes.

The “Experience” proved an excellent way to further appreciate the past and constant work undertaken by the CWGC. Highly recommended.

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Temperatures near 40ยบ Celsius justified another stop before reaching Amiens, this time in the shade of some welcoming trees by a military cemetery.

The silence and slight cool was quite relaxing.

Once again on the move we stayed comfortable, but on reaching the Amiens, I sensed some discomfort. By evening, having rested in our cool hotel room, we steadily walked into the city centre to eat. In retrospect, we probably walked too much and ate later than we should have done. Fatigue was becoming an issue.

Following breakfast on yet another hot day, we walked casually the short distance to the city centre. Around 10 minutes into the walk I recall saying to Pat that I needed to sit as I felt unwell, so we turned towards a nearby seat. Next thing, I'm looking at the world horizontally and sensed Pat calling out for help. Hardly easy when you don't speak French. Difficult moments for her as I slowly became aware of a reassuring French guy, who spoke a little English.

Paramedics soon arrived, who did initial checks, then took us to hospital. Both the paramedics and hospital staff gave us their best attention. The diagnosis was that excessive temperatures and resultant fatigue were to blame. It was noted that French hospitals have become familiar with such problems in recent years as European summer temperatures have climbed. Fatalities have sadly become a norm.

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The French doctor advised things should be OK to enjoy the rest of our stay, but to keep out of the sun, drink plenty of liquids, and no exertion. However, he asked, “Do you have a cardiologist ?”, to which the reply was, “No”. He advised that further medical advice should be sought on returning home as he had identified a heart irregularity. A real surprise alongside the heat exhaustion. Consequently, planned rides in the area were abandoned. Steady walks within a short distance of the hotel for sightseeing and meals were the norm over the remaining two days as the city centre was thankfully very close.

Despite the unplanned issues, we still managed to visit the impressive Amiens Cathedral, both in the day and also for a spectacular night time Sound and Light show.

The journey home involved 100 miles in France, and then 120 in England to a prebooked hotel. By now Pat had to hand all the necessary travel and insurance information, just in case. After an early breakfast o n our departure day, we felt confident to proceed.

The ride to Calais was in the cool of early morning. There was no sense of discomfort, or concern regarding any fitness to ride. Although still aware of the effects of the past days, all seemed good. Above all the Vmax was performing good, as it had done since we left home.

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The Eurotunnel journey, and early part of our ride through Kent along the M20 towards London was initially OK. However, on yet another ot day, traffic conditions conspired to make the ride 20 miles of speed restricted road works followed by a 4 mile stop go queue at the notorious Dartford Crossing, plus a rare hold up at the start of the northbound M11 didn't help.

Once we cleared this frustrating stage of our journey, a necessary rest stop was taken at the first exit off the M11. After fuel, plus some food and drink, it was only 50 miles to our prebooked hotel. Although tired on arrival, I initially felt OK, but then began to feel nauseous, which worsened. The prospect of a pleasant, restful evening soon disappeared. Serious fatigue took over.

The following morning following a barely manageable, yet simple breakfast, Pat organised recovery for ourselves and the outfit for the journey home. The truck cab wasn't too comfortable, but clearly a no option situation had eventually arisen as I was clearly unfit to ride.

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Over the next two days a hospital visit confirmed a heart issue as did our own doctor, which triggered hospital appointments for both cardiology, plus a consultant surgeon to consider other health related possibilities. The consultant surgeon was soon seen, who arranged follow up full body scans and endoscopy. There is some confidence that nothing major has been identified as the chances are contact would have been made by the consultant if anything major had shown. Any ongoing fatigue was considered to relate to the heat exhaustion, which could last for some time.

As for the heart issue, slight concern remains because securing an appointment is proving difficult after an initial one was cancelled. There are no particular symptoms beyond occasional fatigue, but reassurance and answers would be appreciated.

However, after two months the general situation is good. Walking every day, plus simple exercise to restore some upper body strength, and getting back to the chores of everyday life have all played a positive part in getting back to normal. Following an initial period of no driving, then short journeys, lengthier driving stints have been undertaken, so things are looking good. We have goals relating to planned events in the next months, plus of course involvement with the grandchildren.

Finally, it took over two weeks to actually take a brief look at the dormant Vmax.

Riding the sidecar outfit once again isn't far off.

Postscript – For the record, this is the spot where things became “horizontal� in Amiens prior to checking out the local hospital !

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If you contact Global Motorbike Tours for information, please acknowledge Sidecars On Line.

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“Whatever did MAG Do for Us ?” - 9

The work of MAG continues in maintaining and defending the freedoms of UK motorcyclists. Politics in the UK is in a chaotic state at the present time, nothing new some might, so MAG representatives remain diligent and proactive in communicating with those of influence to ensure that undesirable rules, regulations, and directives don't “sneek under the radar”.

Familiar issues provide constant attention, but MAG remains vigilant to address long standing issues. A major emphasis is to maintain positive dialogue with those responsible for our public agencies and institutions, whilst not losing sight of addressing matters of concern to motorcyclists, ALL motorcyclists !!

MAG members call out unworkable policy decisions at Annual Conference “On Saturday 28th September 2019, at their 45th Annual Group Conference (AGC), MAG members generated a strong and uncompromising message regarding what they see as unworkable and unrealistic transport policies that are being promoted by politicians of all colours.

During the Conference, a series of proposals made by former MAG National Chairman, Neil Liversidge, were discussed and put to the vote. All passed; most by an overwhelming majority.

The proposals progress and solidify MAG’s position, which promotes freedom of choice in personal transport, and an integrated transport system that works for all members of society, the economy and the environment.

The position defined by these proposals rejects the proposed 2040 ban on the sale of internal combustion-powered vehicles, or any similar ban at any other date. Promoting freedom of choice, the position rejects assumptions that electrification of the entire vehicle fleet in the UK is achievable. It does, however, support electrification and improvement of an affordable public transport network, which will naturally encourage voluntary reductions in the use of private transport.

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Finally, the introduction of fully autonomous vehicles on UK roads is opposed, due to the evidence suggesting that they will never be sufficiently safe on a road environment that must necessarily accommodate motorcyclists and cyclists without segregation.

A further resolution, brought by Life Member, Stephen Kearney, also reaffirmed the central role of motorcycles in MAG’s vision, which promotes motorcycles as the most efficient and least polluting fossil fuel-powered transport mode.

Neil Liversidge said “We recognise that transport needs to change given the UK’s dense population, but dictatorial measures such as banning ICE vehicles are not the way to do it. Put in a proper public transport system so people have a real choice, and let them keep their bikes and cars and way of life. A lot is talked these days about respecting different cultures: well, we have a culture too and we demand that it is respected also. ICE vehicles have brought massive benefits to millions of people that electric vehicles will never realistically bring.

People have realised in the last few years that they have taken too much for too long from politicians who don’t really represent them at all. This is the people pushing back… and it’s only the beginning.”

Speaking after the Conference, MAG Vice Chair, Andy Carrott, who chaired the event, said “This has been another very successful AGC, where MAG members from around the country came together to celebrate and recognise the work of the many volunteers that make MAG the effective organisation it is today. The meeting faced some tough questions, and there is never unanimity of views, but these resolutions were well debated from a range of perspectives. It was evident that members at the conference support an integrated transport network, with drivers and riders alike free to choose their transport mode (with both ICE and electric vehicles as part of the mix), without increased risk to vulnerable road users such as cyclists and motorcyclists. The fact that we can hold these controversial discussions in such a respectful and balanced way gives great credit to our members and the organisation.”

Contact MAG at 01926 844 064 or central-office@mag-uk.org

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

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

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

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

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SideLines Choice, Experience and Advice – Part 2 The previous part of this feature considered the personal side of progressing upon a life with motorcycles, specvifically in making choices in respect of purchases. From a start of pure, unadulterated ignorance, the whole saga has been about a mixture of trial, error and trust. In turn this has led to a trail of acquisitions that have ranged from good to a lot less than satisfactory. Sadly, with a number of real howlers. Stuff that has fallen into one of the following categories - a complete waste of money; what on earth was I thinking; and the ones that I have kept very quiet about so as not to upset the missus !

Of course, some purchases, and even some items that required little, or no, assault on the wallet, have been memorable for their performance, service, or out and out good value. Some of these have been referred to such as the well respected Derriboots that graced many of our lower limbs for some years during the 1980s. No fancy impact and other such protective features, but supremely waterproof and sufficiently adequate for a sidecar enthusiast. Although at the time we knew of several solo riders, who were equally as enthusiastic about Derriboots.

A major factor in the search for good value over the years has been the opinion of others, be it friends, colleagues, and those “in the know”. The latter being a mixture of experienced riders, owners, retailers, industry insiders, and specialist reporters.

For some years, it has to be conceded that lack of knowledge and experience tended to mean mostly implicit trust in the word of folk believed to be “experts”.

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SideLines Without doubt, those consulted over a period could be judged for their actual knowledge, approach, and understanding, and in time respected for their wisdom, or otherwise. “Proof of the pudding” and all that. Some have been, and in some cases continue to be trusted in providing insight and information based upon their solid experience and skill. Equally, those who eventually revealed less knowledge, awareness and skill would, from a personal perspective be judged less reliable.

Sometimes, of course, advice and recommendation from others would depend on what they had trustingly gleaned from other sources. Something we all have to acknowledge, especailly if information is taken at face value. We can all believe things until circumstances dictate flaws, or credibility in how something is originally presented. In respect of many things, first impressions do not reflect longer term outcomes. This can be true of any new product, service, or proposal.

In the personal early days of motorcycling back in the early 1960s, knowledge of motorcycles came initially from other owners and simple observation. The first purchase arose from the influence of fellow apprentices, who already had their own wheels, but especially driven by the legalities that dictated capacity restrictions for a rider on L (learner) plates.

Available finance was key to cover purchase, road taxation, and insurance. To be honest, there is no recollection that running costs, or extended into protective clothing, servicing, parts costs, or anything else that were necessary to maintain ownership and use. Clearly, the absolute desire was to join “the club” and ultimately that first bike was purchased without all the consequnces considered. A true, inexperienced novice scenario.

In time, following the financial and practical lessons accrued from an ignition coil failure, rocker cover caps falling off (a BSA curse), and a leaking oil tank, things settled down a little. The next inevitable stage came along stimulated by the growing involvement with other motorcyclists, most of whom seemed to have a bigger, better, more powerful motorcycle. Observation and seeking information became normal, but theoretical desires ultimately boiled down to financial limitations.

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SideLines Like most contemporaries in their late teens, dreams had to be controlled by reality, and initially by the fact the first bike was on a three year finance deal. Two possibilities were considered in striving for something more “exciting”. A friend's Triton (Triumph twin engine, Norton frame) certainly intrigued, No, let's be honest, it was real jealousy, but then Trevor still lived at home with his parents, so finance was less of an issue.

Still, I spent time whimsically contemplating a Triumph engine in a BSA frame, but then proceeded with a rebuild of the existing BSA 250. All made possible by concluding monthly payments on the bike and having funds to buy bits and pieces.

The new fangled aerosol spray cans really came into play, although a factory finish was not on the agenda. Maybe I was ahead of the game with a distinctly “matt” look even if the can said gloss !

The BSA project was carried out over many months, which permitted financing from the weekly wage. Most expense came from renewing nuts, bolts, gaskets and the like, plus a rebore for the single cylinder. The paint job relied on the new fangled aerosol cans and brushing enamels, dependent on the nature of the painted surfaces. The only other cosmetic item was replacing the standard headlamp with a pair of cheap car spotlights, one for main beam the other for dip, mounted on the handlebars.

Interesting that Triumph copied this headlight approach some decades later !

The most significant purchases for the BSA were a pair of new tyres, and replacing the Amal carburettor with a Wal Philips fuel injector. The latter was presented by motorcycle magazines of the time as a desirable “performance” option. Experience soon showed the Wal Philips required frequent adjustment as vibration constantly disturbed the simple mechanism, and consequently performance. No, more like carburation became so way out that the engine spluttered to a halt ! The must have Wal Philips “toolkit” was a number size drill (size of the single jet bore), plus a BA (Google it) spanner. Eventually the body casting cracked. Not a good buy and ultimately proved to be something of a market failure, so strongly suspect I was not alone in my misadventure.

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SideLines The ongoing source of information and influence was by now established, i.e. motorcycle magazines and the weekly newspapers. In my case for some years, Motor Cycle News, Motorcycle Mechanics, and Motorcycle Sport. The latter was more about the broader world of motorcycling lifestyle than selling products. Motorcycle Sport is still published, but now entitled Motorcycle Sport and Leisure, reflecting the changed nature of modern day UK motorcycling.

MCN provided current news of all aspects of two and three wheeled motorcycle sport, but mainly was bought by many for its classified advertising. Scanning through the pages of used bikes, the numerous second hand spares emporiums, and services was a weekly ritual, even if you weren't actually in the market for something.

Those pages were a stimulant for many a conversation in the well frequented cafes of those days.

Motorcycle magazines can feature motorcycle road tests, and reviews of associated products. Emphasis usually relates to magazine titles. “Performance”, “Practical”, “Classic”, and “Sports” continue to relate to a target audience. Latterly, focus is on such areas as customs, choppers, cafe racers, and so called “adventure” bikes.

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SideLines Personal preference for motorcycle magazines then extended, notably in June 1967 through a chance purchase of the American publication, “Cycle”. That first issue, bought in the same week of a first trip to the Isle of Man for the Senior TT was a highlight, and certainly struck a chord. Another take on the world of motorcycling, be it about the numerous new motorcycles emerging from Europe and Japan, but also the personalities. “Cycle” journalists were a different breed compared with familiar UK guys.

“Cycle” also reported on US motorcycle sport and the exceptional talents who competed. AMA (American Motorcyclist Association) championship stars rode featured across the board in road racing, motocross, and flat racing – half mile, mile, short track, plus the curiously titled TT. Flat track meant racing on dirt in relatively remote parts of the USA, beyond the need for the more elaborate, tarmac tracks of road racing.

The whole concept of this all embracing approach to motorcycle racing culminated in a national champion being able to display the coveted “Number 1 plate”. From the word go, “Cycle” magazine not only created an avid interest, but also a realisation that should the American stars choose to broaden their horizons onto European, or World stage, they could be a force to reckon with. It didn't take too long for that belief to become reality a few years later.

The personal favourite, Cal Rayborn, who in 1972 became legendary in the UK when matched against home grown talent in the Transatlantic road racing series. Rayborn rode his old Harley Davidson vee twin against more modern machinery on unfamilar tracks, plus in weather conditions unlike back in the USA, to be the top rider over the three track series. Others, including future multi world champion, Kenny Roberts, soon brought their slick tyred beast Japanese machines to UK tracks and beat local stars. The American eagle had truly landed.

“Cycle” magazine continued to entertain, inform, and set a journalistic standard for many years until its eventual demise. Only 6 copies from June 1969 to it's final issue in the early 1990s. Probably sad to relate that it's never been possible to consider discarding the numerous past copies of “Cycle”, especially as they have travelled through each of our homes. Perhaps some plan is required as our kids would likely simply consign the whole shebang to landfill. Ah well.

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