Sidecars On Line 51

The Online Mini Magazine for Sidecar Enthusiasts

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Issue 51 – February 2021

August 2019 – The Yorkshire Pudding Rally organised by the Yorkshire region of the Motorcycle Action Group (MAG) Happy Days

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Contents this Issue Editorial – Covid continues, as do the downsides of our usual lives However, progress can be made Remembering the Sidecar Village – Five years of the classic motorcycle show at Uttoxeter race course Oscar's Odyssey – My Uncle Harry (Not to forget his brother, Bert) - A tale of some serious sidecar enthusiasts “What MAG Does for Us – 16”- The Motorcycle Action Group hits the ground running at the start of 2021 Are Motorcycles Becoming Disposable ? – Could credit arrangements see motorcycles becoming transient possessions ?

Friends versus Biker Friends – Considering the differences Sidelines – After All, Will Electric Motorcycles Become Acceptable ?

– Lifestyle habits may influence the adoption of electric motorcycles Disclaimer

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Editorial Another issue in another year. Dates change, but life isn’t quite the same. Memories of the past year will not have been comparable to the past. No ticking off yet another favoured event, be it to do with motorcycling, or otherwise. Different birthdays and other personal celebrations, plus festivals such as Christmas somewhat off key. For sure, very different.

A lengthy period of normal activity, especially during mandatory lockdowns has been difficult, probably because of poor weather. Working on a more than lengthy sidecar project had been affected, mainly because a lack of space in the garage. The solution came by purchasing a temporary shelter from a well known tools and equipment supplier. Located on an available hard surface in front of the house, this now stores sufficient previously garaged items to free up space. Now rain and other versions of the wet stuff don’t inhibit progress.

Whilst it remains necessary to be suitably attired with several layers, including thermals, it has been gratifying to make measurable progress. Still plenty to do, especially when low temperatures have meant being sensible and so avoiding a hint of hyperthermia (it can get uncomfortable living on the edge of the Pennines). The situation has also provided opportunities to organise basic essentials such as tools and the previous mishmash of nuts, bolts and washers. Yes, I did follow SidecarPat’s advice to have a lie down when she heard what I’d done.

Beyond the ongoing pandemic roller coaster we have had to deal with issues closer to home.

That a dear friend in the USA had been seriously ill was a worry, which hopefully is looking more favourable. As ever, time will tell. Then the news that our sidecar friend, Liz Hague has passed away just eleven weeks after her husband, Keith. All the more tragic against the backdrop of Covid and the lengthy loss of contact for a devoted couple. However, we were blessed to know Liz and Keith as dear friends. Great memories will prevail.

Probably the greatest issue at this time, beyond the restrictions and, if we’re honest, the potential fear, is the future. Not just the big picture concerns such as economic, employment, and our children, whatever their age, but the effective denial of anticipation. Will we be able to attend that rally, celebrate a family event, take up the invitation to stay with friends in the UK, or abroad ? Headline national and international events, concerts, theatre plays, or simply the local pub, or favourite restaurant. One word, WHEN ?

So much of what we do is about preparing for those calendar notes – MAG rallies such as the Farmyard Part, the Belgian Jumbo Run, and family birthdays. What to do ? Well, stay positive, keep the sidecar outfit ready to use (today fitted new front tyre), sort out the helmet intercom, at least consider booking Eurotunnel. The latter because there could be a rush come the time in August.

In the meantime, stay safe and take care.

SidecarJohn

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Remembering the Sidecar Village Our involvement with the Uttoxeter Classic Motorcycle Show was predominantly by chance.

The Vintage Japanese Motorcycle Club, organisers of the Uttoxeter event, was a relatively new thing for Pat and myself, membership being triggered by a brief venture into trikes.

A trike was an opportunity for the lady of the house to have her own set of wheels. A sidecar outfit was preferred, but with no UK motorcycle licence the way forward was very restrictive. A learner bike stage, then progressing through a bureaucratic minefield to gain an unrestricted two wheeler licence was a daunting, time consuming prospect. Simply sticking “L” plates on a bike and sidecar was no longer a legal option.

However, there was another option, even if the personal view was, and still is, that there was something illogical about the solution, i.e. a trike. At the time it was OK for a UK car licence holder to drive a trike, so was a way forward. We acquired a solo Honda Goldwing 1100 and lined up a local expert engineer to create “Pat’s Trike”. As the bike was seen as a classic it seemed appropriate to join the Vintage Japanese Motorcycle Club.

Things moved pretty fast and we also acquired a “Sleeper” camping trailer to tow behind the trike. Unfortunately, things didn’t go to plan when an accident at work caused a back problem for Pat. It soon became clear operating the trike was a painful, physical challenge for her. In due course it became apparent that Pat’s dream had to be shelved. However, we took the opportunity to hitch the “Sleeper” to the trike for the VJMC’s inaugural classic motorcycle show at the Uttoxeter horse racing course in June 2007.

Details of the show in the VJMC magazine, Tansha, called for members to help, iof possible. After our arrival and an initial look around on the Friday we offered our help at the Show Control office. “Anytime after breakfast tomorrow (Saturday)”, so early Saturday morning, following our usual camping breakfast, we headed for Show Control.

“Helping out” involved various tasks, none particularly arduous and varied enough so we could still enjoy the show displays, autojumble, and socialising. By the end of the event on the Sunday afternoon the show organiser, George Beer of the VJMC, asked if we would like to return in 2008. We saw no reason not to accept the invitation.

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In 2008 we arrived at Uttoxeter much earlier on the Friday and camped nearer to the main body of the show. We soon felt part of the team and familiarised ourselves with the show operation. We also became more familiar with the Vintage Japanese Motorcycle Club, its committee, and several long term members. Altogether positive, so that by the end of the weekend, we both felt ourselves to be established members of the show team.

Significant was a conversation with the show organiser, George Beer, when we discussed the idea of a specific sidecar display. As the show already included many classic displays, not just Japanese, this was an attractive proposition. We even agreed a specific location where participants could camp alongside their sidecar outfits.

From the outset recruiting entrants was easy. A mixture of existing friends and newbies from the ranks of the sidecar community found the offer irresistible. Free camping, automatic entry to the weekend show, proximity to Uttoxeter town centre, and a 24 hour Tesco for supplies. What an offer. The “Sidecar Village” was born.

A slight change for us in 2008. The trike had moved on, because, well, it just wasn’t for us.

The GL1100 Wing trike was OK, but a sidecar outfit was preferred. In 2008, our weapon of choice was a newly acquired BMW K1 with a Saluki sidecar attached. This big “brick”, in more ways than one I guess, easily coped with our “Sleeper” camping trailer.

OK, members of VJMC, so what gives ? Could we still be members ? Well, no problem as at the time, residing at home, our garaged 1980 Goldwing GL1100 sidecar bike with chassis, a 1964 Honda CB77, and a 1983 Yamaha QT50 moped. Vintage, Japanese, and classic, so there !

By the third year of the Uttoxeter show, as our familiarity and roles developed, Pat and I travelled to Uttoxeter earlier, usually Wednesday. The nature of the event, and the clearing up after the show closed late on Sunday afternoon, meant it better to stay until Monday morning. This was the case from 2008 until the final show in 2011.

For the remaining years of the show our “Sidecar Village” evolved. We even had a Mayor one year, didn’t we Martyn, as a supposed attempt to introduce a “sense of rural order and organisation.” Ultimately a superfluous measure, as the village “inhabitants” proved to be a reliable, willing and friendly group. Invariably, most were keen to quickly register their commitment for subsequent years.

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The “Sidecar Village” proved a worthwhile attraction for the paying public, other exhibitors, and the sidecar folk, who devoted their time and energy to providing worthwhile publicity for sidecars. The sidecar “trade” also got involved, although not as much as hoped. Dave Angel attended once to wave the flag for his sidecar and Ural dealership, F2 Motorcycles. Also, Sean D’Arcy promoted his Charnwood Restorations sidecar business. Sadly, Watsonian Sidecars were “too busy” to take up the offer.

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After 5 years the Vintage Japanese Motorcycle Club called it a day at Uttoxeter. Totally understandable considering the financial implications and external factors that influenced the level of public support. However, other factors didn’t help. First, the paucity of club membership assistance after initial enthusiasm for the inaugural event. Despite pleas the VJMC, with a large membership compared to many motorcycle clubs, failed to tempt sufficient individuals to run the show. As ever, as in many such organisations, a small number of willing horses being flogged to death.

Another somewhat similar negative factor involving other attending clubs. At the outset the Uttoxeter show organisers offered the event as an opportunity for other clubs to camp, even organise “rallies” for their members. Weekend passes to the show were available according to registration as an exhibitor. The Uttoxeter racecourse provided plenty of room and some clubs made exceptional efforts to enhance the whole show. Notably, the Vincent Owners Club and the BSA Gold Star Club. The latter managed to attract around 100 Gold Stars one year, which provided a very special attraction.

However, a few clubs took liberties. The deal for displaying a bike was to be present for the two days of the show, i.e. Saturday morning through to the Sunday closure at 5 p.m.

Unfortunately, some determined that attendance should be like a typical motorcycle rally, i.e. arrive Friday afternoon, or evening, and depart Sunday morning.

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Two clubs taking the micky are well remembered, The most significant being the Rocket Three Club, who booked in 30 bikes (60 weekend passes), and were allocated a large distinct area in the main grandstand building. Certainly impressive and a serious attraction. At the end of the Saturday most acceptably moved to the camping area. Sunday morning came and no show with reports that they had left early en masse.

The second was the Gold Wing Owners Club (GB), who booked an area for over a dozen bikes in the main marquee. The space required was considerable bearing in mind the dimensions of the Honda grand tourer. Unfortunately, only two arrived Saturday with only one of these returning on the Sunday. A very noticeable gap and put down to “there’s a Treffen this weekend”. So, bearing in mind the usual advance knowledge of GoldWing Treffens, why did anyone make a Uttoxeter booking, or at least inform in good time that a dozen bikes wouldn’t be coming. As for that sole GoldWinger, he looked slightly embarrassed all weekend, but to his credit stuck it out until the end.

Sad that the Uttoxeter Classic Show disappeared and with it our “Sidecar Village”, but the positive memories linger on.

Postscript The show meant meeting some notable motorcycle types . . .

The guy on the right taking liberties with the missus . . . . . . . . . . . . . . . . . . . . . . . . . . The same guy stopping the guy on the left making a fool of himself Note: Mick Grant, Yorkshire motorcycle racer. Kawasaki 500cc GP motorcycle

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My Uncle Harry (Not to forget his brother Bert) Many years ago, when I was a youngster my mother would take me to visit some of her friends. These were Harry Nelson and his wife Elsie. These friends and my mother used to go cycling together. I do know that my Mum was a very keen cyclist. Pedalling a push bike all the way to the Suffolk coast with camping gear tied on to a bike with no gears can’t have been much in the way of fun. Anyhow, I digress, just setting the scene. The thing was, I saw more of Harry and Elsie than I did of any of my relatives.

Upon entering their house I could be sure to see either of 2 magazines on the chair. One being the “Motorcycling”, the other being the “Motor Cycle”.

The “Green-un” and the “Blue-un” as they were universally known. I was fascinated by these magazines and Harry used to encourage me to read them. Harry, along with his brother Bert were motorcycle enthusiasts, both had Brough Superiors. Harry’s Brough was an SS80 with double adult sidecar.

Bert’s Brough an 1150 with Brough sidecar (see above).

Harry built his own sidecar in the front room of his home. It was just too wide to get through the door, so it had to go through the window. This entailed taking the window frame out. Harry never did explain how he got the measurements wrong. One thing I can be sure about, the window frame would be all the better for being replaced. Harry was a good engineer and could get any job done.

When I eventually got a motorcycle of my own I visited Harry on numerous occasions.

The Brough was always in the garage. Strange as it may seem, I can never bring to mind ever seeing him out on his rig, but by this time Harry was well into his retirement.

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Harry’s daughter Mavis supplied me with a good history of her Dad. Here it is.:My Dad, Harry Nelson bought DWJ 417 (a Brough Superior SS80 997c.c.) in 1955 from a neighbour of my maternal grandmother when I was 10 years old. I believe it was a solo.

Dad built a double adult sidecar because he couldn’t afford to buy a Brough chassis which held a gallon of petrol.

Mavis on her Dad’s Brough outfit. Note the homebuilt sidecar He used the Brough to travel to work each day. Most years we went on camping holidays during the shutdown weeks of July and August. We pulled a trailer filled with tent, clothes and food for a family of 3.

After the opening of the M1, we used this road to go to Devon. Dad turned his cap back to front with goggles over his eyes. This was before helmets became compulsory. We joined the “Camping Club of Great Britain” and went to many venues up and down the country. On more than a few times we were stopped by the police to check that it was legal for a sidecar outfit to pull a trailer.

I remember when Dad reached down to investigate a noise from the engine this resulted in a burned off finger of his glove from the blown head gasket. This was mended by buying a Bedford truck gasket, punching fresh holes into it to make it fit. An A.A. man stopped, not to help, just to talk bikes. Dad also made his own gaskets from sheet copper. Re-using them by tempering them over the gas ring then dowsing them in water.

On one occasion he towed his brother and his SS 100 outfit back home from Leicester.

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In 1958 we moved house and my Dad was wiping the bike down with the oily rag that he always had in his pocket. A neighbour came around remarking “Wow, a Brough”. My Dad said to him, “If you can kick it up, you can have it.” Immediately the neighbour started kicking and kicking. It nearly threw him over the handlebars. Then my Dad whistled and I came running, and was told to start the bike. I reached over, put the bike out of gear tweaked the choke lever slightly, then just stood on the starter pedal, tiny twist on the throttle, immediate start, then away up the street.

When my Dad passed away, Brian the neighbour came to his funeral, pointed a finger at me and said, “I was nearly the proud owner of your Dad’s Brough” The grandson of the original owner of DWJ 417, who bought the Brough from the Sheffield police, has traced the bike. It is now in Holland being lovingly cared for by a true Brough enthusiast. (Sheffield police force had a fleet of Broughs at one time).

Bert Nelson’s Brough, CWL 130 was a 1935 1150 with a side mounted magneto. This was meant to be a little more reliable than the one mounted in front of the engine. This Brough was fitted with a Brough Sidecar. Both Harry and Bert worked at Arthur Lee’s in Wincobank, Sheffield. Living in Wincobank, I used to hear Bert going home from work. He had to pass by my home and you could set your watch by his passing. There was no mistaking the sound of the Brough.

Incidentally, the Brough outfit that my friend Alf owned, had once belonged to Bert.

Alf bought the Brough from Bert minus the Brough sidecar. Bert then fitted the Brough sidecar to another Brough Superior, which he owned. Bert used this rig for many years.

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Brough DWJ 417 now lives in Holland Bert eventually sold the Brough outfit and bought himself a Gold Wing / Watsonian rig.

Bert’s words on the swap, “The best deal I’ve ever done”. Much later Alf bought the original Brough sidecar. This realised Alf’s ambition to reunite both bike & sidecar.

Harry and Bert, two great characters, long to be remembered.

Oscar Editor: The Sheffield Constabulary link with Brough in the UK’s National Motorcycle Museum.

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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 Will MAG Do for Us ?” - 16 The Motorcycle Action Group continues to campaign on behalf of all UK motorcyclists.

Working with other agencies and organisations is the well established method of operation, which has gained the organisation much respect over the years. Cooperation and dialogue is key, yet this does not inhibit an ever present vigilance and response to new and long term issues which affect motorcyclists. The future of motorcycling in all its many forms is dependent upon the dedication and competence of the people who work for and represent MAG. Recent developments are as follows; 7th January 2021 - MAG starts the New Year under Lockdown but with fortitude The Motorcycle Action Group (MAG), the UK’s leading voice for riders’ rights, hopes for better times as 2021 progresses.

MAG is geared up to a new year of activities defending riders’ rights and contributing to the decision-making process at national and local governmental levels.

The Chair of MAG, Selina Lavender, noted that, whilst the challenges of 2020 had been almost unprecedented world-over, MAG’s personnel are refreshed and ready to work hard again during 2021.

Selina stated “No-one could have foreseen that 2020 would be dominated by a dangerous global pandemic, with life so dramatically altered. But MAG was able to rise to the occasion, swiftly moving many campaigning activities on-line and even managing to run one of the smaller premier fundraising events later in the year, which was an amazing achievement under the circumstances and a testament to the skills and commitment of our volunteers.

Unfortunately, we find ourselves in Lockdown once again, but sincerely hope that 2021 will, in due course, be a much better year, not just for MAG but for the entire world. We stand strong, ready to continue defending motorcycling wherever we can.”

MAG will continue to engage with Government and Local Authorities wherever a need to protect riders’ rights is identified, building on its accomplishments and forging positive new relationships.

MAG invites riders, dealers, mechanics and manufacturers to join MAG and help create a united voice for the common good of the riding community.

8th January 2021 - MAG discusses wire rope barriers with Minister for Infrastructure The Motorcycle Action Group (MAG) discusses wire rope barriers with Northern Ireland's Minister for Infrastructure (DfI). The Department is reviewing wire rope style barriers.

MAG’s Northern Ireland Rep, Martyn Boyd, and Director, Ian Churchlow, met Minister for Infrastructure, Nichola Mallon, on 14 December 2020 to explain MAG’s concerns about the use of wire rope barriers on trunk roads in Northern Ireland.

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Martyn Boyd said the meeting – where the Minister gave an update on the DfI's current review - was warm and positive. The DfI are considering options for safer barriers.

Because of the particular danger that they pose to motorcyclists, MAG wants the use of this style of barrier to end so Martyn and Ian are working constructively with the DfI in Northern Ireland to achieve this goal.

Martyn Boyd commented: “I found the meeting positive and proactive, and The Minister and officials gave fair consideration to our concerns and suggestions. I thank Minister Mallon for granting this meeting and look forward to further constructive dialogue with her Department. This is another step forward on the path to improved road safety.”

Minister Mallon said: “I’m committed to improving safety on our road network for all road users, and this review addresses a long-standing issue impacting a vulnerable road user group.”

The DfI will schedule another meeting with MAG for early 2021, which will allow further discussion on any recommendations coming from the review. Additionally, Minister Mallon invited MAG to input to the upcoming Northern Ireland Road Safety Review.

22nd January 2021 - MAG argues that refusal to extend CBTs is discriminatory The Motorcycle Action Group (MAG) argues that continued refusal to extend Compulsory Basic Training (CBT) certificates is discriminatory. In a letter to Parliamentary Under Secretary of State Rachel Maclean MP, MAG asks for redress.

MAG claims that removing a legitimate use of motorcycles by not extending expiring CBTs is unfair. Motorcyclists are the only road user group facing this restriction for legitimate travel during the lockdown.

In the letter, MAG states: “For many, including delivery riders and those who access schemes such as Wheels to Work, this is their only viable transport choice for making essential trips, working as a key worker in health or social care, or as a delivery rider delivering items ordered online by those obeying the government guidance to avoid non-essential travel.”

MAG is not asking for a permanent change to the two-year renewal regulation. The call is for a temporary intervention of similar style to the first lockdown’s extension of MOTs. MAG’s Director of Campaigns & Political Engagement, Colin Brown, said: “We have no data on the numbers of riders being impacted. But we are receiving many calls from members asking that something be done. I have spoken directly with the DVSA, and they are unable to provide accurate data on this. On average, around 6,000 CBTs will expire each month. Many of those riders will have passed their test or stopped riding. Some will, however, choose to continue riding without taking a full test – and this is a legitimate choice. It would be easy to say that the problem affects very few riders, but it is not fair to discriminate against those few. We do not accept that this would be hard to administer. If there is a will to avoid this unnecessary discrimination, the Government must find a way to do it.

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1st February 2021 - Minister offers to help MAG raise the profile of motorcycling.

The Motorcycle Action Group (MAG) put the case for motorcycling to Baroness Vere of Norbiton last Wednesday afternoon. The Minister offered to help MAG raise the profile of motorcycling. MAG met Parliamentary Undersecretary for State, Baroness Vere of Norbiton, last Wednesday (27th January). The meeting was open and positive.

In a statement following the meeting Baroness Vere said: “I thank the representatives of the Motorcycle Action Group for the meeting on Wednesday, and the case they made for motorcycling. I feel there are a number of areas where MAG and the Government can work more closely together in order to raise the profile of motorcycling and improve outcomes for riders. I have asked MAG to provide me with a list of their top five priorities and look forward to reviewing these.”

MAG will survey members over the coming week, asking their preferences for the priority list. The Minister asked for key actions that riders think will have the most positive impacts.

MAG’s National Committee will collate and agree the final list at its next meeting. Selina Lavender, MAG’s Chair, will then submit the list to the Minister in late February.

Selina said: “I am delighted by the spirit of the Minister’s desire to make positive change for riders. We cannot claim to have achieved everything our hearts desire, as our expectations must remain reasonable, but we have been given a great opportunity to get real results for motorcyclists. I thank the Baroness for her time and willingness to make this offer.”

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This membership form replaces all previous versions – issued 17th July 2018

Are Motorcycles Becoming Disposable ?

Motorcycling in the UK has changed in the past few decades. No longer can motorcycles be seen as a significant transport medium. That each year motorcycle organisations and the associated industry promote a “Ride to Work Day” acknowledges the prevailing situation.

Despite design and technical improvements that provide reliability and performance unimagined in the mid 20th century, the overall social landscape has changed.

Several factors have influenced change as the motorcycle primarily become a leisure device in developed countries such as the UK. Perceived prosperity is high on the list, although much of this is based upon debt. In the first half of the 20th century and prior, the money in wallet, or purse governed expenditure for the vast majority. The big promotion of plastic credit cards in the UK was in the early 1970s. Credit had been available, but only sanctioned by rigorous affordability checks. Today, it’s all about credit scores.

Undoubtedly the promotion of cars as personal transport from the mid 1950s on was significant. In the UK, the political abandonment of a widespread railway network proved a crucial stimulus for car sales. Within a short time “car fever” saw a passive rejection of public transport. Also, repressive legislation and an anti motorcycle culture began to gnaw away at the popularity of motorcycles.

To maybe appreciate the changes that have led to the current situation, and how things might develop in the next few years, some recollections of the early stages of a motorcycling life.

The first steps along a motorcycling life were reasonably controlled, predominantly by having little finance. As an engineering apprentice, barely 6 months into employment, and with no savings, the emerging desire for a motorcycle can only be described as naive. As someone just past his 17th birthday, I really didn’t have a clue. Years later I don’t recall at the time fully grasping what was involved in financing a bike even when I actually had one.

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Fellow apprentices, who already a mixture of motorcycles and motor scooters, highlighted a period of monthly payments would be required. The deal at the time was called Hire Purchase, or HP. The starting point required a cash deposit, then payments each month over an agreed period. However, at the time, an HP contract could only be sanctioned by an adult over 21.

Living in lodgings and distant from the family home required the HP paperwork being mailed to my father for his signature. As very limited funds were available the cost of the first year’s insurance was added to the outstanding price of the little BSA, now £90 after the deposit of £10. Monthly payments were £4 payable over 36 months. It’s worth saying that the first year wasn’t easy, but eased as weekly apprentice wages increased each birthday. There was little room for spending beyond basic essentials.

Once the hire purchase agreement ended three years later the inevitable desire for something more powerful surfaced, which led to part exchanging the BSA for a second hand twin cylinder Norton Dominator. Probably par for the course amongst young motorcyclists of the time.

Father was still required to sanction another HP deal. Trouble was the bike was a serious lemon and proved to be an expensive mistake. The situation became so bad that repair costs, monthly HP payments, as well as monthly insurance, meant disaster. The only way out was to cancel the deal and let the dealer repossess the Norton. A painful experience.

Motorcycling life quickly recovered when a chance enquiry unearthed a one owner 350cc Velocette available for the princely sum of £22 complete with accessories, tools and manual. The elderly bachelor owner had kept the bike in the front room of his terrace house, so the condition of this 10 year old motorcycle was good. The Velocette did well until a BSA 500 Shooting Star twin was bought for £15. Selling the Velo to a work friend for little more than it cost meant a pocket money restoration soon saw the big BSA become the regular wheels.

However, the Beeza twin was problematical, maybe because too much was asked of it keeping up with 650s that populated our biker group. Engine issues, requiring frequent dismantling and assembly sessions, became a norm. The upside, if you can call it that, was the experience and insight into the engine’s innards. Problem Sunday; dismantle that evening; repairs and or parts; refurbished during the week; and back on the road before the weekend. The local engine repair specialist in Sheffield, the famous Bill Kenyon, almost became a family friend.

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Non standard parts featured on the 500 Beeza. Plastic off road mudguards and a Honda rear light provided a budget cosmetic look.

Of note were the pattern Goldie “silencers”, which were basically straight through.

Then a new project emerged, yet again without need for a financial contract. An old school friend offered a dismantled Norton Dominator. A bizarre incident on a gravel surface had seen his prize possession hit a wall. No personal injury, but a rather tarnished pride and joy.

He’d refurbished key parts, notably the frame, but an anxious parent pressured him into turning his back on two wheels. The package was available at a silly price, well within any self imposed budget. Initially the project focussed on rebuilding the complete Norton until out of the blue another option emerged.

An interest in motorcycle sport extended to following the United States AMA scene.

The particular favourite was Cal Rayborn, whose exploits on Harley Davidson XR750 road racing machines were legendary. The Harley team led by racing manager Dick O’Brien were followed in the American “Cycle” magazine. Even at a distance the black and orange machines were viewed with some fascination. (Image courtesy retromotoplanet.com) Then, out of the blue, another motorcycling friend said he knew of a Harley 750cc side valve engine, gearbox, and carburettor up for sale. £4 and 10 shillings(£4.50) secured the deal and the die was cast. Selling the Norton engine recouped a significant part of the original price for the complete bike. As the project rapidly took shape, good fortune continued. Another contact, having heard of the Harley project donated another Harley engine, minus one cylinder head. Of note is that some time after the project was completed and the finished Harley Norton special was on the road, the Harley gearbox and Tillotson carb were sold for £10 ! Altogether a clear example of Yorkshire economics very much at work.

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The Harley Norton did well for three years. A progression of winter time modifications provided many happy miles, including three visits to the Isle of Man TT, plus an extended trip into Europe taking in Belgium, Luxembourg, France, Switzerland, Italy, and Germany.

Note: Sadly photos of the Harley special are few. Of the two, or three recalled none so far discovered amongst the thousands of images in various locations. Another time maybe.

In 1972 the final financial contract was signed to purchase a vehicle. This time a bank loan for a new Ural motorcycle, plus Watsonian Palma sidecar. Few positive memories, blighted by reliability issues. As it was our family transport (no car) hardly a way to carry on. When the loan was finally paid off the Russian was shown the door and from then on vehicle purchases have been cash. Not usual for some, but personally has proved worthwhile.

The overriding premise with finance is “if you can’t afford it, you can’t have it”. This relates to initial purchases, but also operating costs, i.e. insurance, road tax, servicing, repairs, and any other aspects relating to upkeep. Subsequent motorcycle purchases with no financial agreements have included two new motorcycles, an MZ125, plus a Honda GL1100. Others were pre-owned. One from a dealer, the rest private.

The contemporary street motorcycle scene is very different from just a few years back.

Apparently, most new bikes in the UK are now sold through Personal Contract Purchase (PCP) and as such are not “owned” by the “operator” guy. As with traditional Hire Purchase, until a finance deal is settled the motorcycle belongs to the finance company. Any real, passionate sense of ownership is unlikely for someone who is only the “keeper”.

PCP involves a deposit, monthly payments, and a final lump sum to secure ownership. So, maybe a PCP bike could be viewed akin to mobile phones, games consoles, and designer watches. Transient and disposable. If the final lump sum required to close the PCP deal isn’t paid the bike simply returns to the owner, i.e. the finance company. So, effectively comparable with renting the bike. On the other hand, and more likely, the customer simply progresses to another “rented” bike.

Modifications to a motorcycle are a very common aspect of motorcycle ownership. However, from a typical PCP offering; “Until the Vehicle is returned to us at the end of this agreement, or you become the owner of the Vehicle, you must not alter the Vehicle in any way without first obtaining our prior written consent, and if we consent you must restore the vehicle to its original condition (at your cost) before returning the Vehicle to us.”

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Now with these conditions in mind how can a motorcycle be seen other than as a commodity ? Can there be a connection in the way that motorcycles have been traditionally viewed by enthusiasts ? Is the mentality, if it doesn’t suit, chop it in and get another ? After all constant changes and technical “improvements” on motorcycles tend to justify “moving on”.

Probably more significant than in the past, technical features preclude personal maintenance and adjustments that were once part of the connection between owner and motorcycle. Even beyond the electronic no go areas that require specialist software, or possible connection to the factory, some technical facets are more complex. For example, adjustment of valve clearances, once a simple procedure involving spanners and feeler gauges, is now likely to involve shims. Not impossible for a suitably equipped home mechanic, but not as easy as before. Complex modern motorcycles with limited access for adjustment, or repair, has diminished the potential to truly “connect” with the machine.

Motorcycling has changed, in some respects for the better, especially in terms of improving the riding experience. Yet the traditional personal connection with a motorcycle, so much part of the lifestyle, has somewhat reduced. Today, many mature motorcyclists have no long term history of a motorcycling life, if you like, served an apprenticeship as in past decades.

This perhaps explains the changed status of motorcycles. No longer is a long term affinity, or connection a key influence, but more about the modern desire to move on to the next edition and stay “on trend”. Could be that motorcycles have become like smartphones, designer clothes, watches, and, just maybe, even partners. Expendable.

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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 27

FRIENDS versus BIKER FRIENDS

The internet has proved to be a useful tool for all manner of things. In equal measure it can create problems. It can hurt, or heal, but ultimately this is down to the input and involvement of humans. Thankfully some stuff on the internet can make us smile, although this does depend on whether someone, somewhere believes it’s acceptable to smile. Let’s not go there.

Hope this strikes a chord as we hopefully look forward to better times; FRIENDS: Never ask for food.

BIKER FRIENDS: Are the reason you have no food.

FRIENDS: Will say "Hello".

BIKER FRIENDS: Will give you a big hug and a kiss.

FRIENDS: Call your parents Mr. and Mrs. BIKER FRIENDS: Call your parents mum and dad.

FRIENDS: Have never seen you cry.

BIKER FRIENDS: Cry with you.

FRIENDS: Will eat at your dinner table and leave.

BIKER FRIENDS: Will spend hours there, talking, laughing and just being together.

FRIENDS: Borrow your stuff for a few days then gives it back.

BIKER FRIENDS: Keep your stuff so long they forget it's yours.

FRIENDS: Know a few things about you.

BIKER FRIENDS: Could write a book with direct quotes from you.

FRIENDS: Will leave you behind if that's what the crowd is doing.

BIKER FRIENDS: Will kick the whole crowds' ass that left you.

FRIENDS: Would knock on your door.

BIKER FRIENDS: Walk right in and say, "I'm home !"

FRIENDS: Are there for a while.

BIKER FRIENDS: Are there for life.

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Global Motorbike Tours – Adventure Tours Worldwide Global Motorbike Tours takes you on an adventure of lifetime across Asia on the back of vintage motorbikes. Our tours can take you to The Himalayas, South India or Vietnam, where will your curiosity take you?

All of our trips are led by our experienced Tour Director, Ron Boulton, who has over 15 years experience leading motorbike trips across the globe. Taking bookings now for Himalayas July 2019, South India 2020, Vietnam 2020 and our South India Challenge 2021

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

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SideLines After All, Will Electric Motorcycles Be Acceptable ?

The negative stance regarding electric vehicles has been well voiced for some time. However, considerations of how the personal transport landscape is changing, maybe doubts about this brave new world are overshadowed by an emerging, new reality.

Criticisms of electric power shortcomings are, in certain instances, being answered by technical advances. Notable is range, i.e. the distance before an electric vehicle requires “refuelling” with electricity. Also, the provision of charging points beyond a home base.

Electric powered vehicles are presented as desirable to replace those powered by internal combustion engines. Political confidence in this “solution” has produced targets to ban the sale of new petrol and diesel engined cars moved sooner than originally envisaged.

The UK government initially mirrored other European states by suggesting 2050 as a target date. Interestingly, as life changed dramatically due to Covid19, the date has been brought forward to 2030. For certain hybrids (petrol/diesel plus electric power) the cut off date is 2035. Of course, the ban is not about the production of new fossil fuel cars, but their sale in the UK. Anyone betting that 2029 could be a record year for the sale of petrol and diesel cars, assuming that “circumstances” don’t thwart the political ambition ?

However, more importantly for fossil fuel powered two wheelers, the demonisation of fossil fuels can’t be ignored. As the UK government’s plan was announced the UK’s Motorcycle Action Group “obtained official confirmation that motorcycles are not within the scope of this announcement”. However, the view is it is “likely to have impacts that extend to motorcycling”. In a changing world of and political posturing it would be folly to believe that current decrees are written in stone, partially, or wholly.

So, what about electric motorcycles, scooters, and other options that emerge almost on a daily basis ?

There are already established offerings from dedicated manufacturers such as Zero Motorcycles.

As the evolution of these and offerings from other companies evolve certain points are repeated.

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SideLines Distance before an electrical charge is required is a constant headline. In short order it’s likely a test rider from some magazine, or online presence will rationalise how the time required to charge can be best used. The assumption is that there will be an available charging point. Behind someone at a busy petrol pump can frustrate, but the wait is predictable, even if the guy ahead is paying for more than fuel. What if there’s a vehicle already connected. How long will the wait be ? The “using time profitably for one2 syndrome could be very problematical.

It’s accepted “refuelling” takes longer with electric than a top up with petrol, so the view is time can be used profitably. Maybe for a journalist by writing his article and so save time later. However, a road test focus is very different from someone wishing to make inroads in a lengthy ride. Stop, fill, pay, on your way.

Another factor for positive road tests of electric bikes are predictable, favourable roads, weather, and traffic conditions, a norm regardless of the power source. Journalists appraising a motorcycle do so within parameters not always comparable with real world conditions. The formula for appraisal is well understood. No dodgy weather, heavy traffic, and daylight hours only. These would not be informative in identifying base line performance capabilities, handling, braking, and rider comfort. Key components expected by readers.

Yet, negative conditions are surely relevant in appraising an electric motorcycle. Stuck in traffic, poor weather, and bad roads do have a negative effect on energy consumption regardless of energy source. With petrol a warning sign, be it fuel gauge, or an engine hiccup can instigate a detour for the relatively instant solution of liquid fuel. Not so with pure electric and simply turning lights on has energy consequences. We mustn’t forget the other electronic gizmos and features adorning modern bikes that influence the way they work.

In the extreme scenario of running out of petrol, there is the potential for a quick fix of some sort that would restore mobility. Running out of volts is not solved with a handy can, or an offer of help from a friendly good Samaritan.

However, and this is probably the biggest “However”. Maybe motorcycles could soon be the surprise when it comes to adopting electric motorcycles. It’s all about use patterns for what is primarily a leisure vehicle, and in developed countries no longer for daily travel. Distances covered on most leisure rides generally over familiar routes to equally familiar biker hang outs, and regular meeting places. Norms reflected in low average annual mileages in the UK.

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SideLines Many UK motorcycles are absent when it rains, or is forecast, so motorcycling ispredominantly seasonal with bikes mothballed for the “off season”. Climate change has redefined seasons. Periods of dry, sunny days are as likely in November as in August. Summer can mean days of heavy rain. A conundrum for the dedicated fine weather rider.

In addition, night time riding is not part of the deal for many. If it wasn’t that many motorcycles being equipped with daytime running lights, chances are the only time some motorcyclists would have to check their lights would be in preparation for the MOT, the UK annual roadworthy inspection.

So, what’s the betting that electric motorcycles could well become a force in UK motorcycling in the next decade or so ? Many electric motorcycles charged at home could be easily ridden on a Sunday morning to meet up with others, then off to the usual breakfast place. Chew the fat for a while then look around other bikes before setting off for a familiar ride to yet another familiar haunt. On arrival look around the other bikes once more and then have something to eat. Conclude the day out by yet another look around the bikes before fond farewells and then the ride home. Finally, plug the bike in ready for next Sunday. No sweat.

Of course, any take up of electric motorcycles by riders, even a significant number, would not mean petrol ones disappearing for some time. Remember, the targets for encouraging electric cars relates to the sale of new vehicles. Thriving classic motorcycle and car scenes illustrate that petrol engined cars do survive for many years if maintained and cared for. Politicians may face an uphill struggle to apply any “cancel culture” to these well established transport mediums and millions of perfectly good established vehicles. Also, there are numerous economic and social reasons that prevent any “overnight” obliteration of the internal combustion engine. Granted, it could be an issue with regard to diesel, which could see an earlier demise, even if the jury may still be out on that one.

Bottom line. Fossil fuels are not going to be totally fossil yet.

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