Sidecars On Line 2

The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 2 – December 2012

An early Gold Wing with Gemini Lowline sidecar at an early 1980s Jumbo Run for disabled children.

Of note in this photo are the Reliant three wheelers, whose drivers supported this UK charity event for many years. This stemmed from the fact that many of them had been motorcyclists, and likely sidecar men and women in the past. The Reliant three wheeler was, at the time, an established “stepping stone” as it could be driven using a motorcycle licence. How times have changed.

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UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service.

• The Tripteq Heeler range can be supplied in DIY kit form with comprehensive build manual, complete, or partial build.

• The 'Heeler' has been developed and manufactured by Tripteq in the Netherlands with over 250 units sold throughout Europe since 2005.

• The left hand version was developed in conjunction with Scotia Sidecars to bring affordable technical innovation qualities of European sidecars and conversion parts to the UK sidecar market.

• Options on bodies, screens, & accessories • Chassis option for BMW 'K' and Guzzi motorcycles Telephone: 01333 429451

Mobile: 0773 468 3429

email: info@scotiasidecars.com http://scotiasidecars.com/index If you contact Scotia Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line II

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Contents this Issue Editorial – Encouraging start and positive feedback, plus the loss of a motorcycling friend.

SideLines – A proposal for the the possible return of the coachbuilt sidecar.

Oscar's Odyssey – A tale of daring do as our fearless enthusiast battles the slings and arrows of outrageous snow.

A Rockies Ride – Part 1 - A memorable ride in the Colorado Rockies.

Featured Sidecar Outfit – Dave Baker's “Astranomical”, one man's very different interpretation of the sidecar theme.

On the Web - Ideas and Inspiration from Images on the Internet

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 Positive responses to the first issue of Sidecars On Line have been received, which is gratifying because there was no effort to broadcast its existence. Awareness has been by chance when visiting the Sidecarjohn website. Maybe it's time to be a little more proactive now that encouraging, positive comments have been made.

A specific comment was that reports about the varied activities involving sidecars does add to the interest, especially as there is rarely, if anything in the mainstream motorcycle media.

The consequence of having a sidecar website that attracts visitors, some regular, others by chance, has for some time meant requests for information, even guidance.

Requests literally come from all over the world, highlighting a number of things. The international nature of sidecars, a common bond without borders, the spread of the internet, and that folk don't always appreciate what's in their own backyard.

Fortunately, some personal knowledge of the sidecar community in the UK and beyond has meant being able to provide hopefully useful contacts and information. In addition, this assists personal knowledge of what is out there in the sidecar world, both home and abroad. Anyway, learning something new everyday, and not just about sidecars, is a personal goal, so it's a positive situation.

It's now a couple of months since we enjoyed another trip to Colorado in the USA to visit friends and share time with them taking in the scenery, culture, and new experiences, all stemming from a shared love of sidecars. This eccentric vehicle type continues to be a catalyst for much more than mere travel. A clear link with motorcycling, but which also encourages contact with people outside the powered two wheel fraternity. Park a sidecar outfit anywhere and you will understand.

Finally, we are members of the Motorcycle Action Group (MAG), a UK motorcycle riders' organisation, which strives to defend rights and oppose anti-motorcycling legislation. Besides excellent political work, it also has a social side raising much needed funds, as well as good times with like minded company.

There are key people, who are vital to the MAG operation in all its forms. Fergus O'Connell was a notable character on the working and social side, as well as entertaining the membership with humour filled contributions to MAG's “The Road� magazine. Sadly, Fergus died at home in early November. His funeral celebrated his too short life, and we joined around 500 motorcycles to provide a splendid tribute to a larger than life motorcyclist, active campaigner, and all round good guy.

God bless, Ferg.

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Last time around the theme was very much about the barriers to sidecar ownership, and the consequent demise of sidecars and related activity, notably in the UK. Part of this focussed on sidecar design, cost, and the requirements of users.

The first two considerations, design and cost, are very much influenced by what is required by users. Of course, in a design conscious world, usually influenced by clever advertising and promotion, the idea of “looks good”, “sexy”, “modern”, “contemporary”, or what have you, prove influential. As a result, successful, original designs promote copies, clones, and in some instances perpetuation. The late 20th century icons of the Ducati 916, Porsche 911, the Mini, and VW Beetle, all represent a look that either spawned years of lookalikes and repeated versions, or in the case of the Beetle and Mini, resurrected a long past look.

Beneath the look these icons of auto design might actually be little different technically than other models in manufacturer line ups, but the selling point has been the “look”. In some cases, no names no pack drill, some icons have not necessarily been reliable, or as good as rivals, but the visual image has dominated. Woe betide anyone steeping out of line with a suggestion that there might actually be serious flaws.

Getting back users' requirements. Well, what exactly might they be ? Back in 1950s Britain, motorcycles and sidecars represented family transport first and foremost with thousands on the road. Of course there were more sporty options, as there had been for decades, such as Steib, and a number of single seater models from UK manufacturers. The period was dominated by family carrying models such as Busmar, Canterbury, and Watsonian.

These were described as coachbuilt meaning the sidecar body was fabricated, mainly from wood, fabric, sheet metal, screws, nuts, bolts, glue, and rudimentary plastic, or glass for windows. The process employed woodworking, upholstery, and associated skills. Production did not necessarily demand large premises, or a production line approach.

The fall in demand for sidecars towards the end of the 1950s led to Watsonian introducing a range of fibreglass models, all using a common steel tube chassis. These models recognised a shift from the role of family transport to something more leisure orientated, although the Palma child adult version provided some capacity for those with such a need.

Classic British Coachbuilt

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However, even though demand significantly reduced, the coachbuilt sidecar did not disappear.

There were some enthusiasts, who still required additional carrying capacity. Notable in the laet 1970s and early 1980s were Briggs and Gemini. Both these producers attracted buyers with a range of models that could be tailor made to suit requirements. The nature of coachbuilt production easily allows for such possibilities, unlike the offering of something out of a mould.

Gemini Lowline Briggs and Gemini sidecars followed traditional lines, somewhat dictated by the nature of construction. However, Fred Yates of Gemini did attract customers for his Lowline models that didn't look out of place alongside the superbikes of the time. Examples can still sometimes be seen at sidecar events in the UK. So, could there be a place for coachbuilt sidecars in 2013 and beyond ? Maybe the starting point is to ask the original question about user requirements. Maybe we are not talking about family transport, plenty of four wheeled “people carrier� options satisfy that one, although why a seven seater with only two kids is a mystery.

On the other hand could it be someone is missing a trick, or two. Consider the nature of currently available sidecars. Access has always been a factor with the more modern designs.

Low and stylish they may be, but getting in and out often requires some body flexibility and technique. Even those with large front openings that a passenger can step into present a slight challenge of lowering down into the seat, not easy for an elderly passenger, the very person who might be a sidecar enthusiast. Could this be a factor in favour of a coachbuilt alternative ?

Sidecar passengers might be worth considering a little more, especially when contemplating that age, or mobility problems mean accessing and getting out of the sidecar isn't easy. The coachbuilt sidecar might just be easier to adapt, or design with a more user friendly access arrangement than contemporary body styles. When the sidecar customer base has moved on in years it seems a pity not to provide for their needs, as well as making it less of a gymnastic routine for anybody.

Coachbuilt alternatives could explore the use of more modern materials such as modern plastics and construction possibilities. Adhesives in particular have come a long way since the humble pot of hot glue, as have other joining methods. Consideration of how caravans and motorhomes are produced would provide some clues. Equally, styling clues can be seen in this field where even the look of flat panels are enhanced by the clever use of stick on graphics.

This is not so out of step when considering how graphics are already utilised to identify, even individualise solo motorcycles.

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The outcome could be a product that is functional and attractive with the advantage of being easily modified without the kind of costs and time associated with fibreglass and plastic moulding. A potential for a tailor made product beyond that of a paint job ! Equally, tooling costs might not require great investment and so mean significant recoupment costs. In hard times, maybe a potential avenue to explore.

Home Coachbuilt 1980 Finally, a consideration for modern materials and keeping it simple as seen at the European Sidecar Rally (EGT) in 2011. Simple, unfinished yes, but interesting.

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Snow Joke in North Yorks.

It must be said, that up to the end of last February, the weather for the time of year was rather mild. Unlike last year, when we were up to our knees almost, in the perishing stuff. February's weather this year, came with a vengeance, straight from Siberian Russia.

The weekend of !0th / 12th February we were in Thixendale for our now annual winter trip, out into the wilds of North Yorkshire. I think everyone who turned up at the Community Hall in the small Wolds village of Thixendale had to endure some kind of physical torture to arrive there. It was extremely cold and icy. There are five routes into the village, and all of them were iced up and hazardous. I can only relate my ride there.

I was out of town on the Thursday, not returning home until Friday afternoon. This meant an evening start. No problem, less traffic to bother me. I rode solo to where I stable the outfit, a quick turn round, then off for the ride. I had fitted on to the outfit a set of handlebar muffs. They certainly kept my hands frost free, but they severely restricted manipulation of the controls.

By the time I arrived at the turn off the A19, a mile or two North of Selby, my feet were feeling the cold. No point in stopping, so I carried on after emptying the central heating system (a pee). I arrived in Wetwang at 9 pm and the chippy was still open, so I had a bag of chips then carried on for the last 6 miles or so.

At Fridaythorpe I took the turn off for Thixendale. This is the road that I slipped off my solo in the ice and snow 3 years ago. With the outfit things I couldn't go far wrong, or could I. At precisely the same place that I slipped off before, the outfit started to slide on the solid ice that was covering the whole of the narrow road. This was on a slight slope descending into a valley. I had to keep broadsiding the outfit to keep the speed down.

Along this valley the road leaves West Yorkshire, and enters North Yorkshire. I knew that the road from then on would have been gritted, so I carried on with confidence. Sure enough upon entering West Yorkshire the road had been gritted, but it must have been done very early in the day for now it was covered entirely in ice. I knew that I would now have trouble getting out of this valley.

Time after time I charged the not so steep slope vainly attempting to breast the hill.

Finally, after letting a small amount of air out of the rear tyre, and giving the outfit a longer run at the slope, I finally made it at the 6 thattempt. Now there was only the steep downhill to negotiate and I would be home and dry.

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Once again I had to keep broadsiding the rig in order to keep the speed down, which meant running into the snow banking at the side of the road in order to slow me down even further on this steep slope. The inevitable happened when one bank of snow jammed under the crankcases of the bike and stopped me dead. No amount of struggling could make it move. In the end, and beginning to run out of energy, I had to admit defeat, and walked the last half mile to the Community Hall where the rest of the group would be. Two of our club members walked with me back to where the outfit was stranded. One great heave, and the rig was free.

The last half mile was incident free, but still hazardous on the steep hill. I finally joined the other 11 members of our group, and sat down to a hot meal and a lovely cuppa, supplied by one of our ladies. The last 6 miles had taken me almost 2 hours. I was told later that the temperature was down to minus 12°C that night. But I certainly had a sweat on. I must add this was the same weekend as the fabled “Dragon Rally”, so the East side of the UK had the weather Wales should have had. Adding further, I was so busy trying to escape from the valley, it never entered my head to take photographs, but this is one from 3 years earlier taken in daylight when I fell from the solo.

On the Saturday, the morning was overcast and cold. But after a good hot breakfast we headed off on the tricky meandering road out of Thixendale, en route for Malton. It was obvious the road had been gritted that morning, so apart from the odd slide we had no problems getting to Malton.

Once again we visited the “Hidden Monkey” café where we all had the compulsory tea and cakes. Then it was the walkabout, first around the relocated market, then up the “Shambles”, a short street we had missed on previous visits. The shops here call themselves antique shops, but they are nothing more than junk shops, charging antique shop prices. Nevertheless, there were plenty of people around.

It was a good atmosphere on Saturday evening, all of us having a good old natter.

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Come Sunday, and we had to be out by 10 am, so the Community Hall could revert back to being a Drop in Centre cum tea room for the local folk, or anyone passing.

Homeward Bound Most of us had a good ride home on ever improving roads. I do believe that one outfit from our group had a slight mishap. A suicidal rabbit got entangled in the electrics of their Wing causing problems, which kept them away from club night the following weekend. As someone said. “If this family didn't have BAD luck, they wouldn't have any luck at all�

Most folk I speak to think that I and our club members are crackers (a Yorkshire word for being less than sane) for going out in such conditions, but most folk are only living, they are not truly alive.

Sermon over.

Ride safe Regards Oscar

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A Rockies Ride – Part One The idea was to take a SKI holiday. No, not where you place some long, narrow plank like attachments on your feet and uncontrollably descend a snow covered slope. This was a Spending the Kid's Inheritance venture.

Following the original supposedly one off "holiday of a lifetime" on the western side of the USA in 1998, Pat and I had returned to the States on two other occasions and 2009 was our fourth US venture. As previously, some of it was planned, but less was arranged in advance to allow some flexibility. We were now both retired from the restrictions of employment, so a lengthy stay was feasible, this time to the tune of six weeks. Long term savings provided the funds, but after travel insurance and air fares are costed, the odd extra week or two, can be cost effective.

I won't recount the detail of stopping off in Boston, plus a 5 day round trip bus tour taking in New York, Washington, Philadelphia, and Niagara Falls. However, the bus trip was a good, albeit hectic way to see the iconic sights of the USA's north east metropolitan area. It was also interesting because the tour was aimed at predominantly Chinese speaking folk, something that wasn't identified when booking.

On the other hand, starting the trip in Boston's Chinatown district might have been a clue. The couriers' commentaries and guidance in Mandarin Chinese, followed by an English translation, was intriguing to say the least. For the record, there were other English speakers on board, who we suspected were equally fascinated.

The justification for this initial detour was the desire to see places we had long heard about, seen in movies and on television, and are, by definition, famous places.

Despite the brevity of our whistle stop visits, we are able to tick these places off from what is described as the “bucket list” of things to do.

After this pleasant, sometimes hectic week, we flew from Boston to visit good friends in Colorado, who also happen to operate a major motorcycle dealership, Apex Sports. Our good friendship started in 2001 following introduction by a long time mutual friend in Los Angeles, Doug Bingham of Sidestrider, sometimes known as Mr Sidecar amongst the US sidecar community. The common enthusiasm for sidecars had brought us together.

From the outset, we were humbled by exceptional hospitality, notably a day riding a 1500 Honda Gold Wing sidecar outfit in the Rockies. That memorable day included a ride up the famous Pikes Peak mountain, which at the time had a Tarmac road only on the lower slopes.

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In 2009 we returned to Colorado once again to soak up the pleasures of riding in the Rockies, and to enjoy the sights of what, in our opinions, constitute some of the best motorcycling roads in the USA. From our point of view, the vast expenses of Utah, Nevada, and California, although worth seeing, simply don't compare. Bike riding in the predominantly desert areas of America might be something to tell your mates about, and which often feature in bike magazines as journalists hustle one of the trips offered by various companies. However, there really is no comparison when it comes to the real motorcycle country of Colorado's Rockies.

Our outfit for the 2009 trip was a 2004 1800 Honda Gold Wing with Champion Daytona sidecar, suitably modified and assembled by our host, Doyne Bruner.

Involved with sidecars since the 1950s, as a dealer, engineer, and above all an enthusiastic rider, he knows because he does.

“Our” Gold Wing Daytona Rig The motorcycle is equipped with an EZ Steer kit, which involves fitting new alloy yokes (triple trees) and fork extensions to alter the fork angle by 4½ degrees. This important modification ensures steering is easier despite the fitting of a sidecar.

Progressive springs are fitted to stiffen up the front end. Leading link forks are available, and Doyne does fit them for customers who want them, but the altered yoke approach is fairly common on US sidecar outfits.

A 1200 lb. single rate spring is installed on the bike's rear shock with the pre-load increased ¾" by machining a new circlip ring on the shock body. This modification to the rear shock allows riding without using the ride height adjustment unless there is a passenger on the motorcycle. A 195/60R-16 car tyre was used on the bike rear with 40 lbs air pressure. The front tire is a Michelin Pilot Activ 130/70-18 rear, which provides deeper tread and stronger sidewalls, again running 40 lbs air pressure.

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Fuel mileage is usually 32 mpg (US), around 36 mpg in UK speak, which considering performance, a sidecar attached, and at times fairly rapid speeds is acceptable. Even more so with fuel significantly cheaper than back home. Over the years fuel prices in the USA have increased more than the UK, percentage wise, but remain significantly cheaper than in the UK. The sidecar weighs 300 lb. and always carries ballast in the boot. A bike such as the Wing hardly registers this additional load, and, as Doyne advocates, ballast is a great safety measure to keep the sidecar from lifting. This may dismay some hard line sidecar types, but believe me it works well for novice and experienced rider alike.

Doyne Bruner is certainly no novice and he recommends ballast in all his outfits.

The sidecar wheel is equipped with electric trim to adjust the ride height for variable loads and road conditions. This useful feature means the rider can adjust for road camber whilst on the move by operating a handlebar mounted, self centring toggle switch. It was possible to adjust how the rig sits on the road so that one handed steering was feasible regardless of speed, or road characteristics. However, it's not something that requires frequent adjustment as the roads are generally in good condition, and delightfully cambered, enabling a good pace to be maintained.

The Daytona sidecar has a Progressive 140/170 spring on its shock absorber, and runs with 30 lbs air in the sidecar tyre. The sidecar's Brembo hydraulic brake was connected to the bike's front brake master cylinder allowing confident straight line stopping. Use of the rear brake was usually confined to holding the outfit at junctions, but is available in an extreme braking situation. The latter scenario never occurred.

Our first day's riding was considered a familiarisation exercise by our hosts. Just under 170 miles of varied roads, primarily the climbs, descents and sweeping bends of the roads around and beyond Colorado Springs. It was sunny, but cool and borrowed riding gear did its duties perfectly. Pat settled in the sidecar and supplemented her fleece jacket with a warm blanket as we set off behind the Bruners' other outfit, a Triumph Rocket 3 with another Champion Daytona sidecar fitted.

This ride was good and took in some beautiful scenery along very good, sometimes challenging roads. We took Route 115 southwest, then on to Ca単on City and past the Royal Gorge, a local attraction featuring a very high suspension bridge above the Colorado river. We stopped for lunch alongside the Arkansas river at the Texas Creek Junction diner. What was by now a warm day permitted eating outside in a comfortable shaded area.

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Then it was off down Route 69 to Westcliffe, east through Silver Cliff, then north through the San Isabel National Forest to Florence. Other than in urban situations, the roads permitted good speeds and an exciting ride. In due course we joined the now familiar Route 115, past the large military camp at Fort Carson, and back to our temporary home in Colorado Springs.

Pat at the Texas Creek Junction CafĂŠ The plan for the following day was a more ambitious ride with the only suggested main goal to ride over the 12,095 feet high Independence Pass and on through the Rockies, presumably wherever the road took us. As we were to find out, the trip would involve more than riding over one spectacular mountain pass.

That evening, over good food and friendly chat, the the next day's adventure was planned.

To Be Continued . . . .

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"Astranomical" - A Shining Sidecar Star

The sidecar community can be very innovative, possibly more than in any other branch of road motorcycling. Finding ways to attach a variety of sidecars to a bewildering array of motorcycles is only the first challenge for those enthusiastic about this undoubtedly offbeat aspect of motorcycling. Further to this are the seemingly endless ways of changes to suspension, steering, wheels, tyres, brakes, and systems for carrying permutations of partners, family, animals, camping equipment, and other "luggage". The formula is so complex that it is probably safe to say that every sidecar outfit is in some way unique.

The "ideal" set up has been a talking point amongst sidecar enthusiasts for decades, influenced no doubt by bike preferences, as much as individual taste and requirements. Within this debate many have proposed using suitable car parts, either from the point of view of sidecar hauling suitability, or more often than not, for economic advantages. This proposal has focussed on performance characteristics, plus matters such as longer service periods for comparable car components. As for economics, most comparisons between motorcycle and car parts do indicate the latter are cheaper, longer lasting, and potentially easier to work on. Sometimes running costs such as fuel consumption have been a factor, notably as fuel consumption figures for modern bikes with a sidecar attached are not usually too favourable.

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However, now and again some do more than talk, and take the proverbial by the horns.

Over the years car engined specials have appeared, which have intrigued and perpetuated the argument for taking this route. On the UK sidecar scene we have seen outfits with car engines from, amongst others, Saab, NSU, Volkswagen, Hillman Imps, British Leyland, and Reliant. Some ventures were relatively short lived whilst others have clocked up impressive mileages over a number of years.

Dave Baker's creation is pretty special in that it has embraced turbo diesel technology, arguably one of the most significant developments in recent automotive history. No longer are diesels seen as rattling, smoky, unresponsive power units, but, with the addition of turbochargers and engine management systems, have become an engine of choice, even for Le Mans 24 hour sports prototypes, and the Dakar Rally.

Dave's outfit utilises many parts from a Vauxhall Astra, which had failed its MOT due to serious body rot. The car provided its Isuzu 1.7 turbo diesel engine, transmission, wheels, brakes, suspension, instruments, and other useful items. The car even inspired the outfit's name, "ASTRAnomical".

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The "bike's" front suspension is Dave's own hub centre design, utilising Astra running gear, brakes and wheel. Handlebars attached to standard fork yokes in the conventional steering head steer the outfit via rose joint linkages connected to an impressive square tube construction. A small motorcycle steering damper fits neatly amongst the linkages, and is almost unnoticeable. A single mono shock suspension unit, which would usually reside on the rear end of a BMW K bike completes the front end.

Clearly well made and very functional, the front end confirms the old saying, "if it looks right, it is right."

Although a relatively less significant component than the power train, suspension units and wheels, the Astra instrument pod looks truly made for the job sitting in the top half of the BMW K model fairing. Said fairing has also lost its usual square headlamp, being replaced by good older style round headlamp. Better certainly in the sense of being easier to change bulbs, as anyone who has dealt with this chore on the standard K fairing headlamp will understand. There are suggestions that the headlight performs better than the original offering.

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Another BMW part is the fuel tank, modified to be a cover, with the car gear shift lever poking neatly out of the tank top. For those curious about how this affects changing gear, there's no problem as the clutch is left foot operated. The right foot operates the all round linked brakes, whilst a hand brake provides the legally required secondary brake circuit. The sole handlebar control is a conventional twistgrip.

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Perhaps the most distinctive feature of "Astranomical" is the mounting of the power unit in the rear of the Watsonian sidecar. The wide sidecar body easily accommodates the Isuzu engine and transmission. The only noticeable addition is a shroud between "bike" and sidecar to conceal the car suspension strut. Our man was fortunate to obtain the Watsonian body from a fellow enthusiast.

A clever feature is the forward tilting sidecar body, permitting exceptional access to the power unit and transmission. This offers what can be considered unrivalled access for servicing and any other maintenance requirements, certainly compared with conventional sidecar outfits. All this without losing the normal passenger facility on the Watsonian sidecar.

Initially Dave simply pondered on the possibility of driving both the "bike" and sidecar wheels, so he locked up the differential and settled on only driving the rear "bike" wheel. This did the job with no problems, but eventually he decided to initiate drive to the sidecar wheel. An interesting outcome is the positive way the outfit drives out of corners.

Appropriate suspension, brakes and running gear from the Astra have been marginally modified, and do what is asked of them in a fuss free manner.

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The "bike" part is based on a BMW K100 frame, now devoid of many parts. However, the whole rig primarily sits nicely on Dave's all embracing chassis. In the vacated space beneath the dummy fuel tank lives the car's 9 gallon tank, cleverly masked by nothing more involved than some neatly fitted aluminium sheet. Checker plate foot boards provide comfortable bases for rider and pillion passenger. The "bike's" look is enhanced by the clever use of door skins from an old Austin Maxi car as fairing lowers. Dave is very much of old school thinking, which supports the idea that junk is good and should be saved "just in case."

Dave Baker's particular interpretation of the sidecar formula has created something, which in every sense is a credit to him, and the undoubted patience and support of his enthusiast lady wife , Shirley. However, unlike many such “projects�, this one has come to complete fruition. From start to on the road took 8 months. No drawings, no operation sheets, no computer aided design, just what sat in Dave's creative cranium.

The only initial shortcoming was that "Astranomical" sat a little low at the front end, which was resolved just days after the problem was identified.

Do we like "Astranomical" ? Silly question because I want first refusal.

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The internet may have its detractors and those who believe it's the root of all modern day evil, but it can be a useful tool, if you wish to improve your knowledge, or gain information. Just about any subject you can imagine will be available if you just know where to look, and even if you don't, it can be an experience trying to find something more elusive. More often than not personal use of the internet is purposeful, there's a motive, be it communication, information on a specific topic, advice, or something to complete such as this item.

Sometimes part of the requirement isn't just about written stuff, but the online material at which the internet particularly excels, and that's the massive number of images, and I don't mean the erotic ! A clear winner for sidecar enthusiasts, and inevitably all other aspects of petrol head activity are the significant sources of things sidecar. For this particular small corner of the petrol head world there has never been as much material to search and enjoy. The bonus is that it is relatively quick and easy to access.

The starting point is a good search engine and there really is nothing like Google.

From humble, but amazing beginnings this is the portal to just about anything, and maybe more. So, here's a simple suggestion for making a start, or enhancing your enthusiasm for sidecars. The objective is quite easy, search for images of sidecars, and be both fascinated and sometimes intrigued.

The starting point is to use the Google search page, and select the “Images” option (along with other options, it's in a band near the top right of the page). When Google Images is displayed type in “sidecar” (you don't require the speech marks). In an instant the screen will be filled with numerous images of sidecars, some may even be familiar, but be assured the images will be varied.

At this point it is worth mentioning the potential for some confusion. “Sidecar” means more than an “accessory attached to a motorcycle”, its official designation in the UK. Sidecar has referred to a cocktail drink for some years. However, our US cousins utilise the term in aspects of insurance and finance, and most recently for car share schemes. In addition, sidecar crops up as a restaurant, or bar name in the USA. Don't be put off, it's only language. As an aside, the term used in the USA for a sidecar outfit is “Hack”, but if you Google Image that it doesn't lead to sidecar images. Try it to see what it does reveal. Again, it's a language thing.

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In Google Images it is possible to refine your search by expanding on the word sidecar, e.g. “sidecar chassis”, “sidecar racing”, “sidecar design”, or such like. Some images will appear regardless, or be in a different position in what can be lengthy lists. By clicking on an image you will be presented with it separate, maybe larger version, and be linked to the image location on the world wide web. This adds even more to the exercise.

Other than an image search in Google, there are other ways of viewing all sorts of sidecar images on the internet. Online image storage website are popular amongst folk, who wish to utilise the facility for personal use, or probably to share with others without having to send photos and the like on an individual basis, In addition, it's a way that is popular with enthusiasts websites and forums for displaying images without using up restricted capacity. However, this is not of concern if you simply wish to explore these internet locations.

In alphabetical order, these are three photo sharing sites worth trying; Flickr - http://www.flickr.com/ - Google, or type in the web address then simply open the home page. Top right hand of the page, type into the Search box and enter.

Photobucket - http://beta.photobucket.com/ - As with Flickr upyo opening the home page. The search box is again at the top of the page to the right.

SmugMug - http://www.smugmug.com/ - Slightly different, although the search box is similarly placed, so some exploring is necessary to hit the nail on the head, but SmugMug has its attractions.

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