Sidecars on line 6

The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 6 – August 2013

August is Belgian Jumbo time when sidecar folk from around Europe enjoy a day with special young people and their families

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 2

Contents this Issue Editorial – Do motorcyclists really care about the threats to their activity ?

SideLines – Your Life in Their Hands – Technical Distraction, the new threat to innocent road users Oscar's Odyssey – Deja Vu – Part 1 – A trip to Scotland, or not as things turned out for an intrepid pair of motorcyclists A New Rider View – New sidecar rider recounts his early experience Converting the K to Touring – Part 3 – Further amendments to a much an already modified BMW K1 outfit Living with a Lion – One man dealing with diabetes and a sidecar connection Sidecar Smiles 3 - Is there an amusing side to the trials and tribulations of owning a new Russian motorcycle ?

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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 6 Motorcycling has been under threat in the UK for decades. Legislative changes and wider public antagonism fostered by broadly ignorant media, ambitious politicians and bureaucrats, have all contributed to road going motorcycling's demise. All have had a detrimental effect on both an industry and crucially riders. Without the resistance of hard line, knowledgable, capable enthusiasts it's a fair bet that motorcycling in this country would already be even worse off than at present.

Notable amongst the “resistance hardliners” is the Motorcycle Action Group, which this year celebrates its 40th anniversary. MAG unashamedly represents the interests of riders and their desire to both enjoy and utilise powered two wheelers (three wheels are included by default). However, such activity, whilst underpinned by dedicated volunteers and activists, inevitably requires finance to operate professionally enough to take on government, agencies, and those factions determined to undermine and presumably eliminate road going powered two (and three) wheelers.

However, the message that there are serious threats to UK motorcycling activity fails to register with the majority. Thousands of weekend leisure riders, probably the vast majority, seem unaware that what they claim to cherish could simply be denied by the whim and fancy of the political, bureaucratic elite. The claimed sense of camaraderie and even weekend “outlaw” is hardly apparent when considering how few are prepared to join up and pay a comparative pittance to support the efforts of an organisation that makes significant efforts to maintain their ability to get out their and ride.

Curiously, many of this majority are not reluctant to spend unbelievable on exhausts, customising, replica helmets, and such like. But cannot see there way to coughing up what amounts to a couple of tanks of fuel. An annual subscription doesn't even require doing anything beyond the small financial measure of support, and importantly being counted as an aware motorcycling citizen.

The strangest thing is that MAG organise a number of high profile motorcycle events such as the long time annual Farmyard Party. Thousands traditionally attend this event, which hopefully contributes much needed finance to MAG's professional operation, and boast of their regular attendance. Sadly, too many, around 70% of these “Party” goers are not MAG members, which in itself poses the question, do they actually care about motorcycling as a long term, potentially lifelong activity that really needs to be fought for ?

Finally, for those sidecar types out there. If the vast majority of motorcycling is solo based, and seriously suffers from legislative, bureaucratic attacks, do you actually believe that you'll be safe ?

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Your Life in Their Hands All road users and pedestrians are at the mercy of other road users. Equally, the way you use the road can contribute to someone else suffering in some way, be it physically, emotionally, financially, or a mixture of all three. Plus, changes in a road user's performance will result from life changes such as age, illness, or disability. However, perhaps above all the greatest threat is attitude.

In terms of risk, motorcyclists figure high on the list of road users, basically because of the nature of the vehicle. Unlike a four wheeler, a powered two wheeler requires balance and significant degrees of awareness to be operated as safely as the vehicle type allows. It isn't rocket science and an appreciation of the risks goes a long way to a user maintaining their well being. Failure to appreciate personal mortality, let alone that of others, is likely to be a quick road to some sort of disaster.

However, much of the risk to motorcyclists is seriously enhanced by the attitude and approach of other road users, particularly those driving cars. The lack of understanding and, above all, care has been a major factor for some decades. It was bad enough when cars were simply personalised transport, but in these days of gadgetry and inbuilt auto “safety aids” the situation is significantly worse.

Probably the only thing that precludes there being dramatic accident figures is the realisation that there are less motorcycles out on the day to day roads.

So, what are the risks on early 21st century roads for motorcyclists ? Congestion and speed are two long time constants, the latter being that four wheelers are no longer vehicular slouches. Everything, from passenger cars to commercial vehicles are capable of breaking speed limits, and often do. The fast luxury car out in the third lane of a UK motorway is just as likely to be closely followed by a white van as by another luxury status symbol. It's only legal restrictions that normally keep trucks out of the “fast lane” !

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The tragedy of modern times in controlling speed is the speed, sorry “safety” camera. Prior to this technical “solution”, speed limits were the controlling factor, backed up by sufficient numbers of traffic police. Now, cameras are obeyed as motorists realise their location, then it's considered acceptable to speed up between cameras.

The consequent increase in speed, sorry “safety” cameras has in turn led to highway management features such as speed humps, chicanes and other obstructing mechanisms. If the cameras worked in changing habits and negative attitudes to safety they wouldn't continue to raise money as unfortunates get caught a few miles over the limit. Meanwhile, “fast Larry, or Lucy” continue to drive at higher speeds out of camera range. A bad taste joke.

For years the standard excuse for a motorist colliding with a motorcyclist has been, “Sorry Mate I Didn't See You”, the infamous SMIDSY comment. Sadly, this has been accepted by police and courts as a reasonable defence, and in more recent times, even in the case of fatalities, judgements have implied that the person riding on a powered two wheeler has somehow contributed to their own injury, or demise. If the evidence shows another road user to be at fault there should be no concessions as such outcomes only serve to reinforce unacceptable standards of driving and disregard for other human beings.

The inability to see motorcyclists has never been fairly addressed, save for what can be considered as token campaigns. “Think Bike”, in the UK, and other slogans are acceptable as reinforcements, but should be backed up by significant legal measures that recognise driver culpability.

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Whilst measures to improve motorcycle visibility cannot be disregarded, and should be part of the motorcyclist armoury, too many drivers take liberties and risks on a daily basis, and in some cases are accidents waiting to happen, or the cause of accidents.

The issue of gadgetry is now of great concern with the development of mobile phones morphing into so called smart phones. Whilst there are pitiful laws to discourage the use of hand held devices, these are given scant regard, No, I'll correct that, they are completely ignored. It's been bad enough that someone sees fit to make that absolutely “essential� call whilst driving, but this has now degenerated into texting, emailing, and browsing the internet ! I've even witnessed someone watching a movie whilst driving on a busy, congested UK motorway in the fast lane ! Cameras are not picking up on this, as of course they don't pick up on the uninsured, driving under the influence, or other negative contributions to poor road safety.

How long before someone really does something about it ? No time soon I'm afraid. After all there's too much revenue to be made for communication companies and governments as people recklessly use their essential electronic toys. A few lives here and there are hardly important.

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“Déjà vu” - Part 1 In 1964, after a disastrous week in the I.O.M, and my Honda CB 250 being restored to something like a rideable machine again (a tale for later), Alf suggested a trip up to Scotland, John O'Groats, etc. Great idea, but not being mobile I had to accompany Alf on his freshly assembled 650 Triumph/Jet 80 rig. This could be OK, big engine, plenty of space for tent, etc., and sharing expenses. So, with little preparation we were off to Doncaster to join the Great North road, and onwards to Scotland.

Things went well for the first 60 or 70 miles, then the unmistakable bumpity bump of a flat tyre. It was the sidecar wheel, so pull off the road (no hard shoulder in 1964) to inspect the damage, and what damage ! It was a blow-out caused by at least one of the bald patches of canvas showing through the rubber of what was once a tyre tread. Off with the tyre, which was obviously junk, along with the tube which had a 6 inch tear. A new tyre and tube were required, but from where ? Undaunted, Alf crossed over to the other side of the A1, where he thumbed a lift back to find some garage, or whatever. “Fat Chance”, I thought, and passed the time on by removing the broken spokes from the wheel, about 5 in total. Then the unbelievable happened. Alf returned with new tyre and tube (this could never happen today). I mentioned the broken spokes to Alf while fitting the wheel back on. “It'll be OK.,there's only a couple missing”, said Alf. Before setting off, problem No.2 occurred to us. The cost of the tyre and tube had made a major dent in our finances. No way could we afford to go all the way up to Scotland now.

So, a quick reappraisal of cash, a look at the map, and it was agreed that we could make it up to the “Lakes”. Off we set, up to Scotch Corner, turn left, Lake district here we come.

England's beautiful Lake District It was late evening when we reached the shores of Windermere, so it was up with the tent and off to kip (Ed. sleep for the uninitiated), after all it had been a hard day.

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Setback No.3 then arose. It's a shame that part of our prep for the trip hadn't been to check that we had packed the tent pegs. Don't you just know it, no bloody pegs. Now what to do ? “No problem”, said Alf, “We'll use some of the loose spokes from the sidecar wheel.” After wrenching out a few spokes, supplemented with a knife and fork or two, the tent was up and we were into “kip”. Smashing.

Day 2 dawned, damp, wet, low cloud and cold. We were looking forward to some bacon butties. Out with the cooking gear, paraffin stove at the ready, well almost.

Setback No.4 was upon us. No pricker! For the benefit of some of our younger readers out there, paraffin stoves need a pricker to clear the jet in order to help the stove burn cleanly. This was a major setback, for as many know, Alf and I enjoy our grub (Ed. Food folks). So, for breakfast we were reduced to bread and jam, washed down with lemonade.

At least we didn't starve, and the lovely view of misty Lake Windermere kind of made up for things. Having no pots or pans to wash, it was soon down with the tent and hit the road on a great route that circled many of the hills and lakes.

Part of the route took us over the Hardknot and Wrynose passes, which have gradients of 1 in 3 coupled up with hairpin bends, “Magic” We approached the Hardknot from the South. Alf's instructions were to throw my weight over the sidecar at the first left hand bend, so I did, but no way could I get my weight back again. Up we went in bottom gear, revs screaming, tyres sliding and forks crabbing.

At last we reached the top, but all I had seen of the run up the hill was the sidecar tyre spitting stones at me. We were both euphoric because we had done the run up first go without stopping. What a feat.

The steep, challenging Hardknott Pass Soon after, the Wrynose Pass was tackled, but we were experts at this sort of thing now and we had no problems, as it is a less taxing climb. What great fun we had that day, tearing around the Lakeland roads, just like the hooligans that we probably were. We visited Kendall, Penrith, Windermere, then eventually to Ambleside, where we spent our second night. This time, without incident.

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The third day dawned lovely and warm. A pricker had been added to our equipment, so our culinary needs were catered for. Also, the spokes out of the sidecar wheel were standing up to their new role quite well. After breakfast, we decided to do a more leisurely tour of the area. We visited Keswick, where we hired a rowing boat on the beautiful Derwent water.

Further along in our travels we made a detour along an old coach road. The sign read “Unsuitable for Motor vehicles”, so naturally we had to try it. We travelled this road for miles on the gravel surface and never saw another soul.

I have been to this area quite a few times since, but never have I found the road again.

Strange, because I can`t find it on an Ordnance Survey map either.

Apart from the damp morning on the shores of Windermere, the weather had been superb, as indeed it was on the 4th day. It was decided that we would strike camp, have a good ride, then camp somewhere nearer the coast. So much fun had been had on that 2 nd day that we decided to retrace our steps over the two mountain passes. Leaving Ambleside, we skirted the top of Windermere, then on by the easily missed right turn just after Skelwith Bridge. Soon we were storming the Wrynose and Hardknot once again.

This time, however, something didn't seem right as we crested the summit of the Hardknot. The sorely tested spokes of the sidecar wheel finally gave up the ghost, and the wheel now rested at an awkward angle against the chassis. On inspection, nearly all the spokes were either bent or broken. Here we were, stuck on top of a mountain, miles from home, totally out of contact with anyone. Remember, no mobile phones in those days. Who could we ring anyway, nobody we knew had a phone then.

Just one solution. Unhitch the chair, dump it behind a drystone wall, then ride home solo.

As we were doing this, a couple in an Austin A40 stopped to offer assistance. They duly took our camping gear down to a local “Youth Hostel” at Eskdale. The long ride home was uneventful, apart from the edgy feel when cornering on Avon “Triple Duty” tyres.

Alf's “New” Solo !

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A week later, a friend of Alf with a short wheel base “Land Rover” and trailer took us back to pick up the stricken Jet 80. and camping gear. No problem up the passes with this tool, just stick it in 4 wheel drive and coast up.

Would the sidecar still be there? We never imagined anything different. Everything was just as we had left it. Back over the drystone wall, onto the trailer, back down the mountain, not forgetting to pick up our camping gear from the Youth Hostel, and head for home.

Alf as passenger in his sidecar

…...and an early

recovery service

That should have been the end of the story, but…………….. To be concluded.........

Ride safe, Oscar

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A New Rider View Maybe not everyone reports back to record their early experiences of a new sidecar outfit, but one rider did for the bike shop that sold him his new vehicle. The Triumph Bonneville had been fitted with a Cozy sidecar for customer Robert by Doyne Bruner of Apex Sports in Colorado Springs.

It perhaps helps that Doyne is a long time, experienced sidecar enthusiast and has likely lost count of how many rigs he has expertly put together over the many years that Apex Sports has been in business.

Robert, Doyne & the Triumph Cozy Here is Doyne's communication, followed by Robert's;

“This is the Cozy Bonnie I think I mentioned. The new owner picked the rig up Saturday and rode home to Denver, then sent a message to me. I am including the message for you to read, this is the best version of what it is like to start riding a sidecar that I have seen.”

Doyne “Made it home using highway 83. Great fun, lots of stares. Pretty freaky with right turns until I got used to the feeling. Seems the bike is very slow to react. Took me a while to get over the feeling of "high siding" off the left side of the bike and under steering out too wide in the turn.

Once I figured to slow down and set up earlier and lean into the turn while gradually adding some throttle seems to make the bike pivot around the dragging sidecar, helped a lot to tighten up the turn.

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Really fun trying to figure out the physics of this thing. A real challenge for my limited brain. I probably won't put anyone I "like" in the car until I'm more comfortable with the new sensations.

By the time I got home I was feeling much more comfortable and feel riding more will overcome any weirdness. Some of my friends already want to ride it, but I'm thinking that may be a mistake because its so different and they're a little crazy. I'm going to ride more today and am looking forward to my progress. I'll keep you posted ! “ Sidecar Bob, ha!

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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Converting the K from Sport to Touring – Part 3

New front look after new changes

There had been two ongoing issues with the K, both concerned suspension. Firstly, inadequate rear suspension, amplified by the swinging arm change, and secondly, general dissatisfaction with the front fork arrangement.

The longer R1200C swinging arm had introduced different leverage factors that compromised the existing suspension unit. Much pondering over theories, catalogues, and requesting help on motorcycle forums helped a little, but the unique nature of our particular set up meant my amateur calculations failed to determine a confident course of action. Even when something appeared reasonable, it was still obvious that the fine art of“suck it and see” would still be necessary. However, the Yorkshire ethos of not wishing to spend unnecessarily couldn't be ignored.

Bigger, better suspension unit, but need to tidy

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Fortunately, I was introduced to David at Dampertech, who provided invaluable guidance, direction, and ultimately a good priced unit that worked. The “suck it and see� element was covered by the unit's 30 damper adjustments, and a larger diameter spring. A couple of alternative springs were temporarily provided in case the fitted one didn't perform as required. A variety of riding situations over 2,000 miles ticked all the right boxes with no need to use the alternative springs provided.

The leading link forks fitted had performed reasonably well, but there had always been concerns about brake caliper alignment, as well as overall appearance. I was also unimpressed with a number of alterations undertaken by previous owners. Not condemnation, folk have their reasons, more a desire to improve. Besides, I have a preference for Wasp leading link forks, having had lengthy experience with these on two previous sidecar outfits.

I had been looking into purchasing new Wasp forks, when out of the blue came the option to buy a suitable used set, plus wheels, taken from a BMW K model. That the deal included a pair of Wasp wheels, brake rotors, mudguard, plus brake caliper mounts made it an offer not to be refused. Ultimately, the only additional thing required was a new tyre for the rear wheel.

Wasp leading link forks and wheel – all round improvement

It wasn't a major task removing the old front end, and installing the Wasp set up proved relatively easy. The only extra was mounting a magnet on the front wheel as a trigger for the Sigma cycle speedo pick up. Hardly a major issue. In due course, a sidecar friend took on the job lot of what was removed for one of his own projects.

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The only significant job was producing a spacer to realign the “new� Wasp rear wheel.

An friend did the necessary lathe work to machine an accurate ring, whilst a local machine shop had the machined four precisely positioned fitting holes. I already had the necessary extended bolts for the unusual thread size in the BMW bevel box.

Wasp rear wheel, plus new rear car tyre

A previous amendment to locate the ignition lock in the fairing left leg panel hadn't prove satisfactory. The left knee could touch, and turn off the ignition under circumstances such as hard braking, even if only rarely. The old switch didn't take kindly to a knee prod. Never mind, it's called research and development.

The ignition switch was sited close to its original position atop the top fork yoke.

Existing mounting holes and suitably bent threaded rod easily resolved the issue.

Should have done this in the first place rather than all the previous messing around lengthening cables and drilling holes in the fairing side panel.

Whilst dealing with electrical matters, it was sensible to finally sort switches for a number of lights. This resulted in making a mounting plate for four switches, as well as relocating the cycle speedo. Two switches were already active, that for the cooling fan, plus LED running lights. In addition, it was high time to initiate a 4 way hazard arrangement, and a rear fog light. The hazard arrangement was achieved by a simple wiring method courtesy of an internet forum.

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Panel for extra switches, plus the cycle speedo

An original rear fog hazard light had existed, but had long been disconnected. A previous owner's idea of operating this light from inside the sidecar seemed slightly questionable. There is now a fully operational, very bright, red LED light on the sidecar's rear. There are times when I don't need to feel that those behind cannot see us when conditions are unfavourable.

Very effective LED rear hazard light

The LED running lights have been on the outfit for over a year, but I was never fully happy with how I had attached them using the original fairing mirror holes. Obvious yes for other road users, but far from tidy with bent angle brackets from a hardware store. So, they are now more sensibly mounted, and their effectiveness has also been improved by having them close together.

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Relocated LED running lights – 6 watts total, yet very effective

Finally, the original marker spot lamp on the nearside of the sidecar body has been replaced with an LED work lamp usually intended for small trucks. No lengthy beam, as with the old spot lamp, but an attempt to still identify that the outfit has width when travelling at night, or in poor light conditions. An overall result is that the only light on the entire outfit that is not LED based is the headlight.

Truck LED work lamp put to another use

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Living with a Lion This story may not at first appear to have any connection with sidecars. However, a specific personal experiences can embrace that with which we are very familiar. In this case, it commences with Keith Wathen's personal account of his experience with diabetes, and how it has led to undertaking a challenge.

“Imagine being told that you would have to spend the rest of your life in the company of a lion. You’re not particularly zoologically minded and have no desire to do such a ridiculous thing, but at the same time you have no choice and you are given instructions on how to live with this potential killer. It is explained to you that if you look after this creature and always have its welfare in mind, then together the two of you could have a long and happy life together, however you must always be aware that if you neglect or mistreat this new partner, the consequences could be fatal.

Your instructions include the fact that the lion will be with you 24 hours a day, 7 days a week, 52 weeks a year. You must be aware that he is a hungry lion and will need regular feeding. If you fail to maintain his feeding then he becomes very angry and he may decide to eat you. At the same time he must not be over fed as this will result in him becoming very grumpy and tired, in this condition he will become a heavy burden for you to drag around, so heavy in fact that after several years of tugging around this over fed lion you will start to suffer health problems that could shorten your life.

So, given all this information, you set out to build a relationship with the mighty lion and, all goes well, apart from when you occasionally forget to feed him and he attempts to bite you, or you give him too much food and have to live with his grumpiness. This up and down relationship goes on through the years of your life and all in all, you and the lion appear to get along fine.

After many years and several close shaves, one night you go to bed at a time when the lion has not had enough to eat and during the night he has no choice but to have another attempt at eating you. This time you have underestimated his hunger and therefore you suffer the unimaginable consequences. Somehow you manage to survive the attack and are rushed to hospital in an unconscious, half eaten state, where you are miraculously put back together and there you remain for a long time during your recovery.

When you eventually regain enough strength to leave the hospital you are given a lead, when you enquire what it is, you are told. “It’s your lion, and hey, try to be a bit more careful with him this time”… Aaaaaaaaaaaaargh!!!!!

By the way, I have a lion, his name is Diabetes Mellitus.”

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In December 2009 Keith had a serious hypo, i.e. low blood sugar, during the night, which led to a seizure. He stopped breathing and had a cardiac arrest.

Thanks to the fast actions of his wife, the emergency services arrived after 8 minutes, but it took a further 20 minutes to get him breathing again. He was taken to hospital and put in an induced coma where he remained in the critical care unit for the next 12 days.

He eventually regained consciousness and began his slow recovery, but things were made worse when he got DVT (deep vein thrombosis) and pulmonary embolism ( blood clots in leg and lung) due to his immobility. In his weak state, Keith also had a couple of serious falls resulting in six spinal fractures. Osteoporosis was diagnosed later.

He bought a Royal Enfield motorcycle to keep his fingers busy, tinkering for many hours over the next couple of years. Now, feeling lucky to be alive and grateful to everyone who helped, Keith has got together with his brother Ian and decided to give something back. This involved attaching a sidecar to the bike and riding around mainland Britain as close to the coast as possible to raise money and awareness for diabetes. Specifically the Classic Coastal Sidecar Challenge. Again, in Keith's words;

“As far as I am aware, the first time this challenge was taken on was in 1924 when Hugh Gibson rode around the coast of mainland Britain for the Raleigh Cycle Co, when he did a reliability trial on a 7hp Raleigh motorcycle with sidecar. At the same time and in the opposite direction Marjorie Cottle rode solo, their paths must have crossed somewhere near the halfway stage and they will have arrived back where they started on the east coast after a gruelling 12 day ride covering 3401miles.This is where we got our estimated distance from, but now wonder if we might face a possible 4,000 miles, with the addition of new roads.

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I can find no more attempts with a sidecar outfit until 1954 when Titch Allen and his wife Jess set off on a 600cc Ariel and sidecar. They completed the trip in an amazing 10 days, despite the sidecar suspension collapsing on the final leg, which was fixed using a fence post and wire. It is believed that Titch set a new record, which, as far as I am aware still stands (for a sidecar outfit).

Thirty years apart, these are the only evidence of a motorcycle and sidecar outfit travelling around the coast of Britain I can find, that is until now. On the 3rd August 2013, myself and my brother Ian will take on the challenge with my 1995 Indian made Royal Enfield 500 Bullet and Watsonian Avon sidecar (circa 1960’s).

The bike was made in the 1950’s style and with all the problems that go along with machines of that era and unlike our predecessors our outfit is not brand new.

We will not be attempting to break any records, but intend to take around 21 days, give or take. This will allow us to make several stops, probably many repairs, and hopefully raise a bit of cash and support for our cause along the way.

If anyone knows of any other sidecar outfits that have done this trip then, I would love to know more.�

Keith Wathen Website: http://livingwithalion.com/ Email: livingwithalion@hotmail.co.uk

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Sidecar Smile 3 This tale isn't all humour, but could still raise a smile, and make you appreciate what you have. It also shows that even so called clever folk like me can get it well wrong when choosing a bike that may not be all it seems !

In 1972 our first serious outfit was based upon a Ural. When first marketed in the UK by London dealer, Fred Wells, press reports focused on the "cheaper BMW". At £329, an apparent bargain, so we look the plunge. Included was an extensive tool kit, whose weight and bulk certainly required a sidecar to carry it. We left much at home due to needing carrying capacity, and so not to influence the power to weight ratio !

Half a hundredweight of tools, spares, stirrup pump, grease gun, lorry size tyre levers were normal as out on the Russian steppes it was every "man" for himself. Soviet life meant no convenient dealerships, or spares emporiums, so if the Ural was designed for such bleak situations, here in England should present no problems. Detailed manuals in English and Russian were worthwhile and necessary additions.

Fred Wells did a deal with Mundays of Brixton to fit a new Watsonian Palma, adding £195 to the price. I hadn't ridden the bike, knew no one who had, so Pat relied on my judgement. Still, a new outfit for barely over £500, we sensed a good deal.

On a sunny Easter Good Friday I collected the outfit from Mundays. Weekend holiday traffic didn't help the new, tight engine. I stopped outside Golders Green tube station to permit it to cool. Once clear of the capital city, the steady plod to our home just outside Leicester was fine as the sun shone on me and our new outfit.

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We were initially proud of our new set of wheels, probably because the outfit gleamed a little, not because of any contemporary styling. Style was for wimps ! As confidence grew, and the engine ran freer, speeds increased, well relatively. Nothing supersonic you understand, more hyperplod, but then problems began to emerge.

Brakes levers worked, but stopping was another thing altogether. An acknowledged attempt to cure the lack of front brake retardation was to lengthen the brake plate lever arm, which provided slight improvement. Russian tyres were clearly designed to last forever, never seemed to wear, but equally didn't do well on wet roads, or even if the road was just shiny ! Riding style was adapted to suit. Drifting became part of my riding style, whilst Pat's perspective on life altered too.

The dynamo, remember those, found it difficult to charge the battery only on sidelights, let alone headlight. Even ignition was affected. Our routine for 70 mile winter journeys to relatives was to charge up the battery the night before, and resist the temptation to illuminate our path until it was unavoidable. Staying behind other vehicles along country roads to avoid headlight use was tricky as the bike didn't keep up too well. A hint of street lights meant sidelights only. This technique was abandoned when our baby daughter arrived, it just wasn't worth the risk. Day time travelling became the norm.

Carburation worked, just. The flat slide carbs looked impressive, but the alloy used wore dramatically, so adjustments were frequent to offset deteriorating operation.

The carbs were replaced with old Amal monoblocs, which offered some reliability.

Exhaust valves ? Don't talk to me about exhaust valves. I lost count of how many replacements were used. Factory ones were considered so inferior that even dealers were soon selling a pattern BSA one, but even these suffered.

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The ultimate experience was a trip to the Isle of Man. Working in education meant we could stay for a summer month. With camping trailer behind, plus Pat and daughter Melanie in the Palma, we headed for Liverpool. The engine went off song as we approached Merseyside. The outfit barely made the ferry, and on arrival we limped to the Glen Dhoo campsite near Douglas.

Dismantling confirmed exhaust valves again. The friendly Neil Kelly bike shop in Douglas provided a workshop, and yes, I had spare valves with me. A careful rebuild took a little time, but we were mobile within two days. Troubles hopefully over.

Pat on the new machine We had a few days, and were beginning to enjoy ourselves when the generator warning light came on. Kelly's checked things over and found a failed voltage regulator. A telephone call to the mainland secured another under warranty, but it took time to arrive. We walked with a pushchair to and from Douglas a few times in the days following. Glen Dhoo to Douglas, walking around the town area, and then returning was quite demanding. When the regulator arrived, the battery required charging (thanks again Kellys) before relatively normal service could be resumed.

The Manx holiday did it for us with the Ural, especially when another exhaust valve failed shortly after arriving home. However, we had taken out a bank loan to buy the thing, so a quick change was hardly on the cards. It eventually left us about a year later. Thankfully, I had a second hand Suzuki 50cc step through for work, so basic transport was assured for me. Family wise, not so good. Did we smile at the time ?

Not a lot, but the memories of that time make us smile when we realise how crazy we were to buy the Ural.

Finally, I do appreciate Russian motorcycles have come a long way since the early arrivals, our "cheaper BMW" was one of the first dozen sold in the UK. In addition, experience has shown us that proper BMWs can also be troublesome, just ask Pat. 25