Sidecars On Line 44

The Online Mini Magazine for Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 44 – December 2019

The Kids' Christmas Day Surprise in 1982 !

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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 2

Contents this Issue Editorial – Hasn't it been an interesting year, or not ?

“How to Start Motorcycling” – Featuring 1960s advice on “Learning to Drive a Sidecar” A Cool Ride Well Remembered – A memorable ride taking in Colorado's Mount Evans Oscar's Odyssey – Too Good to be True – Is that insurance perk of a “free motorcycle” all it appears ?

“What MAG Also Does for Us – The Fun Stuff”- Highlighting the three major motorcycle rallies that support the work of the Motorcycle Action Group Sidelines – Affordability of Electric Vehilces including Motorcycles – Considering the marketing of electric vehicles, notably the suggested “Upsides” 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 The end of another year, something of a different year in some respects with upheaval, disputes, conflict, and all the other vstuff that surrounds most professional sports. Oh, and the weather hasn't been too good either. Still, the rain isn't choosy who it picks on, even iof there have been times when we just wish it hadn't been us.

On the other hand sympathy has to go out to those seriously affected by extreme weather conditions. Floods on one side of the climatic coin and out of control forest fires on the other are not simply devastating for a short, predictable period. Lives can and are changed significantly.

On the personal front 2019 has been something of a roller coaster with some negative stuff on the health front, but also the sad loss of friends. The saving grace has been to remember the good times and positives that have been gained from knowing those who we can no longer share a laugh, or memorable experience. Money can't buy what we have shared.

This final issue of 2019 highlights a past experience well remembered from one of our trips to the USA. The ride up Mount Evans in Colorado was weather wise more typical of a winter ride in the UK, yet another stunning experience in the Rocky Mountains.

Two items based around reading stuff in other publications. First, Oscar highlights the issue of so called “free bike” suggestions in motorcycle insurance taken from the UK trade magazine, “British Dealer News”. Secondly, a relevant extract from a 1960s book entitled “How to Start Motorcycling”. Amongst various chapters is one on “Learning to Drive a Sidecar”, which might cause some reflection, espec ially when viewed against the various theories, ideas, and opinions that exist within the contemporary sidecar world.

The regular feature on the work of the Motorcycle Action Group (MAG) takes a different stance this time around. Whilst the political and campaigning activity doesn't cease, MAG does have a particularly social dimension through the year, both locally and nationally. The three major rallies promoted in Yorkshire are Into the Valley, the Farmyard Party, and the Yorkshire Pudding. In addition to providing enjoyable weekends, these also assist in raising much needed funds for the Motorcycle Action Group's ongoing fight for all riders' rights.

PS. We have ordered our tickets for all three events, bought at Christmas gifts to each other !

Finally, all ther best for the festive season and particular good wishes for a worthwhile 2020.

SidecarJohn & SidecarPat 5

For Sale - ÂŁ3,200

Classic 1988 Honda GL1200 Interstate solo motorcycle in excellent condition.

Showroom finish and in the original black. Only 2 owners and has covered a total of 42,989 miles. A motorcycle that has not been abused and requires nothing to stand out in a crowd.

Contact Pete Kemp – 07446 230 191

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“How to Start Motorcycling” Long, long ago, even before Star Trek and Star Wars made miilionaires of all those involved. Life was much simpler. True, Flash Gordon and Dan Dare (famous “Pilot of the Future”, America) had intrigued with visions of the future, but in much simpler times. Comics and Saturday morning matinees for kids were the thing rather than a world dominated by t'interweb.

In those times motorcycles were much more of the social fabric than much hyped leisure vehicles. Powered two wheelers were viewed as fundamental transport, for many primarily for commuting. In the UK a motorcycles and scooters were part of many young men's “evolution” from adolescence into adulthood. Thoughts of owning a car were hardly on the agenda, other than something for the future.

In the UK of the 1950s and 60s motorcycling sub culture was enhanced by popular motorcycling media, notably the well established “The Motor Cycle” (“green 'un”), and “Motor Cycling” (“blue 'un”), plus “Motor Cycle News” and “Motorcycle Mechanics”. The latter monthly magazine featured regular articles on various aspects of maintenance and other aspects of motorcycling. Features such as “50 tips for Winter Riding”, and “Taking your Bike Abroad” came around like clockwork. As many riders viewed their motorcycle as as year round requirement gave credibility to the editorial strategy of “Mechanics”.

“Motor Cycle News”, in weekly newspaper form, provided a broad view of motorcycle sport – road racing, speedway, grass track, trials, scrambling (mototcross), sprint and drag racing, plus a significant classified ads section. The UK's large dealer network, private sellers, and numerous motorcycle breakers provided stimulation for a diverse motorcycle community. “MCN” and “Mechanics” were for a time almost an addiction.

Alongside the drip feed of weekly and monthly offerings, books were published that in themselves became essential reading. One such was Phil Irving's “Tuning for Speed”, which was published for a number of years.

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Other titles appeared due the motorcycles popularity and a flow of eager, novice motorcyclists. The need for new “bibles” had to be satisfied, however some titles didn't quite rank with the popular Irving book. Sometimes a long forgotten appears.

One such from our own collection is of particular interest because there's a chapter on sidecars.

“How to Start Motorcycling” by Gerard Periam was published in 1964. Contents featured pieces on Legal requirements; Purchasing; Paying for it; Clothing; How it works, or not; Learning to ride; Running in; Keeping it going; Basic maintenance; and Learning to drive a sidecar.

The latter feature, chapter 8 in Periam's book, personally intrigues some predictable views expressed prevailed today. Chapter 8 . . .

LEARNING TO DRIVE A SIDECAR “SOONER on LATER in your motor cycling career you will want to drive a sidecar outfit. There is nothing difficult about it, although for some reason which I have never been able to understand you meet an occasional rider who has never mastered the craft of getting a combination along smartly, and swinging it easily through the bends.

If you have been used to riding a solo the first thing to concentrate on is that a sidecar outfit is not balanced, it is steered, rather like a boat with the rudder at the front !

That has made it sound difficult but it is like this. When you start off—not on a busy road of course—- imagine you have only one arm. With your ‘good’ arm push and pull alternately on the handlebar and the outfit will respond. You can then bring your other arm into use as you get the knack of steering.

That is basic point number one. The second is this. In taking a left-hand bend the machine has to run around a bigger radius than the sidecar Wheel so the drill is to approach the left-hander slowly, and then accelerate round it. Right-hand bends require the opposite tactics.

Use your front brake just before you enter the bend so that the machine is pinned down while the sidecar runs round the outside of it.

Point number three. Never brake on a left-hand bend, you will find the outfit veering over to the wrong side of the road if you do. If you think you are too fast, screw up your courage and accelerate a shade more. Unless you have got an empty light sports chair it is not very likely that the sidecar wheel will lift. If it does, shut off momentarily and the wheel will drop. Getting your weight over to the left helps and a firm foot on the chassis rail will too.

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But this is an emergency manoeuvre which you ought to know about and not one to be regarded as likely to happen every time you take your wife or girl friend out.

Remember then, take the left-handers slowly, accelerate round. Brake just before the right-handers.

After being used to a solo you must make allowances, obviously, for the greater width of a combination, the fact that braking will be nothing like as good as a solo owing to the greater weight involved, and that acceleration will not be so brisk.

By now you will be wondering why anybody runs a sidecar outfit at all, so we will consider some of the advantages. Sidecar outfits are so safe that most insurance companies will make a reduction of 40, and in some cases even 50 per cent on the rate they charge for the same machine solo. And when you have really got the hang of driving you will find that in foul weather on slippery roads you will have the laugh on most of the solo boys. You will always have somewhere to stow your gear when you park and room for luggage when you go on holiday.

Maximum speed may not be much above 70 mph for a 650 cc outfit unless you buy an out and out sporting device, but you will have better acceleration than most family cars. You can do all your routine servicing and oil changing at home whereas with a four-wheeler regular servicing at a garage is almost inevitable and an expense every month.

Switching from solo to sidecar means that you will keep all the fun of solo riding at half the cost of running a car. More than that. Sooner than you think, you will be really enjoying yourself on three wheels. A well lined up sidecar outfit with a zestful engine is not only one of the safest but one of the most fascinating forms of travel I know and l have driven most things from a horse and trap to a railway engine.

It is possible to fit sidecars to 250 cc machines but it is not a practice I like. They are under-powered and so have not the acceleration which can get you out of a difficult situation quickly. They are very likely to be underbraked too. Few small machines are fitted with steering dampers, and at low speeds a touch of damper helps to stop any tendency for the front wheel to sway. This sometimes happens if you start off with the steering damper slackened right off, but if your outfit is set up correctly then on the open road the steering should be O.K. with the damper just biting. If you have to drive with the steering damper screwed down all the time there is something wrong with the alignment of the outfit and you will find cornering hard work.

Mention of cornering reminds me of a very good idea used by a dealer to get his sidecar customers on the road safely and quickly. He makes them drive round a block in an anti-clockwise direction so that they have four left hand corners to take.

Before they get to each corner they have to stop and re-start and in this way it is soon brought home that you have to accelerate round a left hander.

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There is often a lot of argument about how a sidecar should be lined up, that is what its position should be relative to the motor cycle. If you buy a sidecar from a dealer he will usually fit it for you ‘for free’. Certainly he should if it is a new one. Before accepting the outfit, try it, and try it with a passenger in the sidecar. The combination may steer satisfactorily without a load, but you are going to drive it with a load. a thing fitters sometimes forget.

I like the machine to be leaning out visibly when it is empty, the sidecar wheel to toein about ¾ inch, and the sidecar wheel spindle to be 6 to 8 inches in front of the rear wheel spindle in the case of a sprung frame outfit, as most are today. The nose of the sidecar should be slightly in the air, not from any justifiable feeling of superiority over other road users but to keep the passenger’s weight back. Besides, it is more comfortable for the passenger that way.

If you do the lining up yourself you need some good hefty spanners, a lead hammer to persuade reluctant connections to move, and two straight edged planks about seven feet long to measure the toe-in of the sidecar wheel.

Place one plank along the length of the machine with the edges touching both front and rear wheels (but make allowances if the front tyre is narrower than the rear).

Put the other plank alongside the sidecar wheel. The distance between the inside edges of the planks should be ¾ inch less at the front than at the rear. There should be no strain anywhere and no springing apart ofconnections when you slacken off the nuts.

Only by trial and error will you finally get an outfit that steers to suit you, which is the thing that matters. One dealer I know always sets his outfits to pull to the left for novice drivers so that they find left-handers easier to negotiate.

Under a new regulation, which came into force on 15th July 1963, learner drivers of sidecar outfits need no longer be accompanied by a qualified driver. There is no limit to the capacity of the engine of a sidecar outfit for learner drivers.”

Postscript – In a list of “Useful Addresses”; Blacknell Sidecars, The Wharf, Gregory Street, Lenton, Nottingham.

Busmar, Bristol Avenue, Blackpool.

Rankin Sidecars, Ash Road, Saltley, Birmingham.

Raven Sidecars, Cadmore Lane, Cheshunt, Hertfordshire.

Streamline Sidecars, Tubela Works, Fowler Road, Hainault, Essex.

Surrey Sidecars, Station Works, Approach Road, Coulsdon, Surrey.

Swallow Coachbuilding, Albion Road, Greet, Birmingham.

Watsonian Sidecars, 19 Albion Road, Greet, Birmingham.

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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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A Cool Ride Well Remembered We have been fortunate, (correction) blessed to have our good friends in the United States, Doyne and Darlene Bruner. We were introduced to them by chance through long time buddy, the late Doug Bingham. America's, “Mr Sidecar” had crossed our path on his visits to the UK in the 1980s, initially at a national sidecar rally, then later when he attended the UK's Jumbo Run for special needs children in Birmingham.

The friendship was cemented when his business interests with Watsonian Sidecars led to our involvement with the international sidecar rally held at the National Motorcycle Museum that celebrated Watsonian's 75th anniversary. This resulted in Doug inviting Pat and I many times to visit Doug in Los Angeles. Opportunity, family and finance restraints meant we couldn't respond to the invitation until 1998 when we were also able to extend our travels beyond Southern California on a 4 week tour. (Smiling Doug in the sidecar).

That supposed one off “holiday of a lifetime” was followed up in 2001 when the plan changed to a different start point rather than LA as before. This time heading for Denver in Colorado, but with our finishing point again at Doug's place in Reseda. A few weeks before departure he suggested that we visit Colorado Springs as he knew a sidecar enthusiast friend there, who would be happy for us to drop by.

That unforgetable 3 day stay to meet Doyne and Darlene led to other visits, and numerous memories accumulated over nearly two decades Doyne and Darlene visited us once in the UK. All our contacts with them rank as being very special indeed. There are insufficient words to describe our appreciation of their generosity, kindness, and above all, friendship.

Inevitably, the key feature of the connection has been a mutual love of sidecars as well as anything else to do with motorcycles and motorcycling. Clearly, Doyne will have forgotten more than I will ever know about sidecar engineering, as illustrated in the sidecar rigs he has created over the years. Off the shelf quality is in the extensive repertoire, as many of his customers could attest, plus he also excels in producing one off, bespoke creations. It has been a pleasure to ride several rigs that have emerged from Doyne's workshop at Apex Sports, their long running family business in central Colorado Springs. Examples of the “Bruner Touch” have featured in past issues of this humble magazine.

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Of course, Darlene, the other half of the partnership, is no slouch either when it comes to enthusiasm and knowledge of motorcycles, be it on rides around Colorado and beyond, or managing and understanding all aspects of the Apex business. Quite a lady in every sense of the word.

Amongst many great rides in Colorado (seriously, forget all that Route 66 stuff), back in 2009 we took a one day ride to Mount Evans, the highest peak that can be ridden up on a paved road in North America.

From our temporary Colorado home our ride to Mount Evans wasn't the more scenic, diverse route preferred by our hosts and ourselves. Sun and clear sky was off the menu, so expediency meant Interstate 25 North towards Denver, then west to Idaho Springs. Comfort breaks meant hot chocolate and coffee rather than ice cream. Other than up the mountain, it wasn't stupid cold, just unusually cool for us when we have enjoyed sunny, warm days, even in autumn.

Unfortunately, our ride to Mount Evan's summit was curtailed due to the road being closed by ice beyond the Summit Lake car park. Not unusual apparently in late September. Mount Evans Road is often completely closed in winter because of snow.

Idaho Springs. Pretty place even on a cloudy Rocky Mountains day as we set off for the ride up Mount Evans

Doyne's Rocket 3/ Daytona sidecar rig, that led us on the 1800 Goldwing/ Daytona, just before we started the ascent

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Well above the snow line and The Ranger takes our payment. A small spectacular scenery despite the price to pay to help maintain the Mount conditions. Note that this is the Evans Road and pay those work there ascent, so it was closer to the edge on the descent, wasn't it Pat ?

Parked at Summit Lake

Super dog Cosmo and friend

We climbed 11 miles from the effective start of the ascent (where you pay) to the Summit Lake car park where a barrier prevented going the remaining 6 miles to the summit. Despite the cloud and chilly conditions, every aspect of the experience was very special. The descent was as memorable, more so for the lady in the sidecar, who was now on the “interesting� side next to the road's edge. Probably a good thing she distracted herself by concentrating on videoing the experience. Her efforts can be seen at https://www.youtube.com/watch?v=LCh1TrLQ3Fs 14

Following the remainder of the easy descent into Idaho Springs, we stopped there for lunch at the welcoming “Marion's of the Rockies”. This traditional restaurant boasts “Serving classic American breakfast fare in a casual setting with booth seating and floral carpeting.” In all senses, true old school, and for the four of us it really did the trick, although the booth seating and carpet was not on our culinary choice. Nevertheless, “Marion's” was good enough to justify visiting again on later trips to Colorado.

Clearly below the snowline and less chilly. The attraction of the Rockies in the fall (autumn) is very plain to see, even when the sun doesn't shine “Marion's of the Rockies” A further stop for a drink and fuel on the return ride alongside I25 saw us back at our hosts' place in time for an evening of reflecting on the day. It might have been a cool in the air at times, even different with the number of interstate miles covered, but worth it. A little over 250 miles round trip topped by a special ride up and down Mount Evans, Best of all, shared with good friends. Oh, and superdog Cosmo ! @@@@@@@@@

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Postscript from CBS Denver – June 2019 “The Ute, Cheyenne and Arapaho tribes are just some of the people living in Colorado long before any of the famous peaks were named. Now there’s a campaign to change Colorado’s fifth highest peak, Mount Evans. When American settlers showed up, the Native Americans were driven out of their ancestral lands, many of them massacred. One of those was the Sand Creek Massacre.

In 1884, U.S. Army Colonel John Chivington and the 3rd Colorado Cavalry attacked and destroyed a village of Cheyenne and Arapaho people in southeastern Colorado. Chivington was appointed by Colorado Territory Gov. John Evans.

In November 2018, school teacher Kathleen Tynan-Ridgeway proposed to the U.S. Board of Geographic Names a name change for Mount Evans, due to Evans’ role in the massacre.

According to March and April meeting minutes from the board, another name change proposal has been made for the peak. A woman has proposed Mount Soule after one captain who refused to participate and later attempted to hold Chivington accountable for the killings.

Tynan-Ridgeway says she still wants to see a name change from Evans and is currently working with native leaders to come up with a replacement.”

Maybe we were fortunate to avoid the popularity of Mount Evans when the weather and conditions attracts the crowds . . . . .

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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 17

Too Good to Be True Here’s something regarding “Insurance” that I picked up in “Dealer News”, a UK trade magazine a short while ago. This item extract perhaps deserves a wider audience.

If you are unlucky enough to have a crash on your motorcycle, your insurance broker will most likely make a big killing if you take up the option of a “free” bike while your claim is being processed.

If you take up this option, the bike will not be “free” The binding contract that you will have signed will cost you over £100 per day for the use of a reasonable bike.

The “delivery note” that you will receive, usually has printed upon it a “Consumer Credit Act” contract, which means that you are personally liable to pay every penny of that hire. So, beware. Also, you may have to go to court to justify the need for what can be an expensive hire.

Also, without you being liable in law for the bike hire the contract is unenforceable against anyone, so all the assurances that you get from your broker are worth nothing.

Your finances will become a matter interest. Usually the insurer for the other vehicle will demand, and the court will order a production of at least a years worth of bank statements and you will have to explain your need for a hire bike. When you have done all of this, your insurance broker will be having a very nice pay day, along with the bike hire company, who your insurance brokers may well own.

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The rub here is that your insurers are supposed to be sorting out your pride and joy while you are on “on hire” with a bike they are taking hundreds of pounds a week in profit on. Meanwhile your bike is stuck at the back of some garage, unrepaired, clocking up hire charges and untold repairs to be done. (some imaginary) So who benefits here? Certainly not you. First off, it seems that you have a free bike and it looks very attractive with the first phone call.

But these cases can unravel and lead to you being put under threat by your own insurance broker.

Bankruptcy is a distinct possibility.

Bills can amount to thousands of pounds, where the damaged bike is worth maybe a thousand. So, it’s no surprise when a bike worth a few thousand pounds is attracting storage and hire charges many times the original bikes value, the insurers for the other driver may have questions to ask.

This is likely to end up with you giving sworn evidence that you were fully aware that you were liable for the charges. Someone in the recent past, was offered this deal, and was told, “Don’t worry mate, you never have to pay”. These parasites will gladly force you to perjure yourself and if you break under cross examination, the judge may decide that prison is appropriate.

This is indeed high stakes business and the only person who loses is the honest guy with his “Free Bike”.

Oscar

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

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

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

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

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“What MAG Also Does for Us ?” - The Fun Stuff Throughout the year events are organised by Motorcycle Action Group regions and locally based groups. These events serve a number of purposes, including raising much needed funds, so that all riders can be represented in retaining the right to ride.

Local groups, as well as organising their own distinctive events, support other motorcycle happenings, plus local and national good causes. Key is providung a worthwhile social calendar. Emphasis on having a good time, which fits well with what motorcycling clearly provides for many in the UK and beyond.

Notable amongst the events are the three “big ones” in Yorkshire that have become national institutions – Into the Valley, the Farmyard Party, and the Yorkshire Pudding.

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Details and additional ticket information can be found at where tickets can be purchased online; https://www.magicactiononline.co.uk/

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

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SideLines Affordability of Electric Vehicles including Motorcycles Encouraging electric over fossil fuel vehicles has gained momentum. This “big sell” has risen to fever pitch suggesting “fossil is bad”, “volts is good”, driven by highlighting environmental concerns. Beyond well established activists, who have promoted genuine concerns for years, environment concern has become big business. Star status is afforded to anyone clever enough to market their particular activist “brand”.

International prizes, or other recognition awaits.

Despite the constant hype the electric vehicle push continues to struggle against scepticism, even hostility. Development has to address uncertainties posed by what is described as a conservative audience raised on petrol and diesel vehicles. Beyond objections to electric vehicle purchase costs, despite government subsidies, other objections dominate.

Firstly, charging times and charging point availability away from a home base. Whilst charging times have improved and charging locations are slowly appearing, these will likely remain problematical for some time. Charging time remains an issue compared with filling up with the liquid stuff.

In the UK, where existing infrastructure is crumbling, widespread charging point locations are probably years away. Even then, when a charging location is reached, a vehicle already on the last available “plug in” could be there some time. When will the driver/rider return ?

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SideLines

Secondly, mileage range before the need for a “top up�. Serious confusion reigns, even as claimed ranges increase. Basically, can I get to where I wish to go and return with the same accustomed convenience ? A motorcycle's fossil fuel range may be less than a car, yet significant distances can still be covered with quick, convenient fuel stops. Electric charge scheduling would require a rethink. Of great concern is that claimed ranges, some now over 200 miles for electric cars, are based upon specific conditions. Electric vehicle development undertaken in California is all very well, but range claims are potentially not representative elsewhere.

Cold temperatures sap electric car batteries, temporarily reducing their range by more than 40% when interior heaters are used. Also high temperatures can cut into battery range, although not nearly as much as the cold. Electric cars generate next to no heat as opposed to internal combustion powered passenger vehicles, which produce sufficient heat to heat the interior. An additional electric heater is required, powered by the same battery as that for the engine. Conversely, the battery also provides energy for air conditioning.

Let's not forget all the other requirements of a passenger vehicle – in car entertainment, gps, mobile communication, plus lighting, warning and security devices.

All presenting demands on batteries and influencing the mileage a vehicle can cover before a recharge is necessary. Despite technological advances with batteries and more efficient energy use by LED lights and other electronics, uncertainties remain.

The associated proposals of autonomous (robotic) controlled vehicles clearly introduce further requirements of battery power.

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SideLines Whilst electric powered two wheelers hardly feature all the energy consuming “essentials” of four wheelers, limitations do exist such as possible battery size and therefore energy capacity. In developed countries where motorcycles are primarily leisure vehicles, expectations may be less of a concern. Short journeys between coffee shops and “biker” haunts, possibly only on fine days, or simple commuting rides, could be acceptable. Even track days and off highway riding are reasonable propositions, whilst newbies to powered two wheeler transport, with no “petrolhead” history, could find the electric revolution acceptable. A predictable pattern of only charging at a home base, then riding to locations comfortably within a realistic range could be attractive.

Perhaps the most significant issue in the whole electric vehicle debate is that of “petrolhead” culture, involving 2, 3, 4, or more wheels. Cultural aspects of vehicle ownership and use are key considerations. For many their whole lives feature an involvement with vehicles goes far beyond mere transport. Social aspects and focused interests are dominant for millions and represent key aspects of their individual identity. In countless cases developed over years, maybe even a lifetime. A love of cars, motorcycles, motorsport, vehicle restoration, touring, and participation through clubs and groups are powerful lifestyle influences.

Yet, against all the specific pros and cons of adopting electric vehicles, there are other deep seated issues. One is a question of trusting those hard at work persuading folk to transfer their allegiance to a new electric dawn. In the UK we have the prime example of “experts” succeeding in the hard sell of diesel cars around two decades ago. The pitch was better fuel consumption, money savings, plus an inviting reduction in greenhouse gases. The emergence of economic, powerful turbo diesel engines was promoted as answering those previously negative towards “dirty oil burners”. The hard sell from manufacturers, politicians, even some environmentalists won the day.

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SideLines In 2000 there were around 3 million diesel cars in the UK. The success of the “dash for diesel” meant that by 2017 there were about 12 million. Then the 2014 scandal which revealed Volkswagen had used software to conceal the true effects on air quality, notably nitrogen oxides and other pollutants. The affair continues to be an issue with recrimination and severe penalties for those involved. Political in fighting about blame and responsibility has guaranteed to make things less than clear.

Irrespective of political point scoring, in reality unknown “experts” provided the justifications, which had ordinary folk go along with the hard sell.

So, is the drive towards an electric vehicle future potentially devoid of issues beyond people possibly lying about the potential benefits ? Some confusion arises because much of the supporting evidence is selective. Advantages make headlines, but no mention of actual, or still to be determined issues.

The Upsides Quotes from Newmotion – part of the Shell Group;

“In general, the EV charging cost is significantly lower compared to fuel costs for petrol cars. . . . calculated you can save more than €1,200 per year on fuel costs driving a Tesla Model 3 Performance instead of an Alfa Romeo Giulia Quadrifoglio.”

“Besides fuel costs, tax reductions take a great part in the lower Total Cost of Ownership (TCO) for Electric cars. For example, . . the rest of the world can learn from Norway’s tax system. Indeed, Norway is currently leading the way to e-mobility in Europe. EV drivers benefit from tax savings, which results in a lower purchase price and a lower overall TCO. This tax system stimulates Norwegians to drive electric and will eventually bring the government a step closer to reach their sustainability targets.”

“Another Norwegian government policy is the bonus payment scheme for highemission vehicles. The Netherlands is also using this policy to encourage people to drive electric, to expand the EV charging point network and help businesses to adopt e-fleet. Fortunately, more and more European countries have made financial incentives available to promote the EV and charging stations. In short, petrol fuelled cars are not the cheapest options anymore and neither are hydrogen cars: EVs are taking over the market.”

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SideLines Quotes from Volkswagen UK; “The government’s plug-in car grant gives you a discount of up to £3,500 on an electric vehicle. Electric cars can be a little more expensive to purchase initially, but this discount reduces that difference. The savings are passed directly to you, so going green and doing your bit for the planet doesn’t need to cost you the earth.”

“There’s a reason why there are now 100,000 electric vehicles on the road, and it’s not just because they’re good for the environment. On a cost per mile basis, a pure electric car could cost a third (or less) of what a traditional petrol or diesel car might cost to run. The main reason for this is that the cost of electricity is much cheaper per mile than petrol or diesel.”

“The inner workings of a pure electric vehicle consist of just three components – the on-board charger, the inverter and the motor. In comparison, to keep an internal combustion engine running you need a lot more moving parts and a lot more maintenance to keep each element running smoothly. So the simpler things are underneath the bonnet, the simpler (and cheaper) the servicing and maintenance.”

“Even insuring an electric vehicle could work out cheaper as electric cars are generally less powerful than a petrol or diesel equivalent. Insurance companies rate new car models based on their performance; a rating of 1 is the cheapest to insure, with 50 being the most expensive. Cars with more power statistically produce more claims, so they’re rated closer to 50. The Golf GTE is rated at 25E, whilst a 2.0 litre TSI Golf GTI is 39E, so the savings when you opt for the electric equivalent could be significant.”

“If you’re a London resident or you travel there frequently, then driving an electric vehicle will save you money. London parking can be notoriously expensive and the introduction of the congestion charge adds a considerable chunk onto your day’s expenses. But switch to electric and you can wave goodbye to those hefty fees as the London Congestion Charge doesn’t apply to low emission cars. That’s a saving of £11.50 a day, which can be spent on far more exciting things when exploring our capital.

Parking is also free for electric cars at various handy locations around the city, so driving into the centre could cost you nothing but the electricity it takes you to get around.”

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SideLines “It’s those monthly or yearly payments that make owning a car an expense that can become overbearing. But there is a way out. Zero emission vehicles and all cars registered before 1 April 2017 that emit less than 100g C02/km are exempt from paying vehicle excise duty (VED). Car tax, or disk tax as it’s often known, is a yearly payment that all other vehicles must pay to drive or park on UK roads. Just another benefit of driving an electric or plug-in vehicle. Company car drivers will also pay lower Benefit in Kind (BiK) tax on electric and plug-in vehicles, so businesses and employees can save money too.”

Quote from JCT600 – major car retailer; So what better car to use as a benchmark for fuel costs across petrol, diesel and electric? We’ve chosen three models with similar performance – the key stats are summarised in the table below: e-Golf

Golf 1.5 TSI

Golf 2.0 TDI

Fuel type

Electric

Petrol

Diesel

Power

136PS

130PS

133PS

0-60mph

9.6 seconds

9.1 seconds

8.7 seconds

Top speed

93mph

130mph

133mph

Price/unit

14.4p/kWh

121.03p/litre

130.32p/litre

ZapMap cost/mile

3.7p

14.0p

13.0p

Finally, to illustrate a vested interest, this quote from “Click4 reg.co.uk” is at the end of an article supporting electric cars using much of the preceeding “Upsides”; “With the money you save on fuel and taxes, you can customise your car. Perhaps investing in a vanity number plate would be a good present to gift yourself for doing your part to save the environment. If you’ve grown accustomed to saving money, check out our guide on how to find cheap number plates. Finding a number plate combination that shows off your ecological prowess is definitely possible with the plethora of different groupings made possible by current legislation.”

Next time, considerations of the known and emerging downsides in the push for electric vehicles.

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