Sidecars on line 7

The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 7 – October 2013

This BMW has attended the Belgian Jumbo since 1977 to our knowledge, maybe even longer

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 – Tricky purchases, Amending a sidecar outfit, or not, plus what constitutes acceptable fuel consumption ?

SideLines – Road closure, is it discrimination against motorcyclists ?

Oscar's Odyssey – Deja Vu – Part 2 – Another incident hit trip for our intrepid pair, this time to Wales The First 6 months – So, we have a new outfit ?

The Ideal Outfit – What is the best combination of motorcycle and sidecar ?

The Ultra Kompact Kampa – A potential offering for the serious two, or three wheeled camping motorcyclist Intercom on the Outfit 3 – After all the slow progress, Plan B, or is it back to the drawing board ?

Sidecar Smiles 4 - The smiles don't always involve the riding, but the riders.

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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 A new sidecar outfit in our lives early this year was something to look forward to, although it didn't mean the end of our relationship with the BMW outfit. The latter can still play a part as it will mean the rather prettier Yamaha can be saved from the ravages of winter, at least that's the theory.

Over the months several changes have been made to suit both taste, and the resolve issues. Eqaully, there are plans to make more significant amendments over the months to come. The routine is well practiced, and hardly unique because the deal with sidecar outfits is very much about trying to make things better, so as to enjoy riding and enhance the pleasure of ownership. After all sidecar outfits are somewhat unique vehicles and owners tend to develop a relationship beyond mere ownership.

A factor about the Yamaha outfit that has been considered is fuel consumption. The chance that this V4 muscle bike might be thirstier than what had gone before was not a deal breaker. In the event, things have not been as bad as predicted, with 36 mpg the average, which has felt to be something of a bonus.

However, if our car didn't provide a regular 60 mpg, then maybe it would be a little more difficult to consider our outfits' fuel use as acceptable. Granted, allowing for the additional cost of diesel for the car, the Yamaha's comparable figure would be around 39 mpg. For the record, our BMW K, with a heavy sidecar to pull along, averages around 40 mpg, again not a deal breaker.

Any purchase can be a gamble. Three issues over the past year illustrate there can be pitfalls when buying. Two of these directly relate to motorcycling.

A pair of gloves said to be for winter use, i.e. cold and water proof according to one online motorcycle site. Never paid anything like £99 for motorcycle gloves before, so expected something notable. Verdict ? Not even on a par with some gloves bought over the years. A pair bought for less than £20 at Lidl have performed better.

The second downer involved Duchinni helmets bought for their bluetooth intercom capability, as related in this issue's item, “Intercom on the Outfit 3”. They were returned to the importer for supposed repair, however, when returned one helmet's unit still didn't function. The problem is that the importer has ceased trading, so we are left with helmets that don't offer what was planned because both must function.

Finally, the perils of the internet. Ordered a DVD for the grandson, which was “delayed” due to a delivery issue. Still not arrived after a month and no response from the company concerned. Money taken, internet suggestions of a scam, trading standards and PayPal involved. Not a lot, but looks like money lost. Bugger.

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SideLines Road Closure & Motorcyclists When authorities suggest action to deal with anti-social behaviour the vast majority no doubt applaud restrictions being placed upon individuals, who choose to indulge in criminal activity, harassment, or other socially unacceptable behaviour. Part of this can include miscreants being ordered to stay out of prescribed locations where they are likely to further indulge their unacceptable behaviour.

All very well with known, identifiable individuals known to have stepped out of line, but more problematical when using legal processes to target specified groups. The broad brush approach has raised its head over the years and has again arisen in the UK to deal with rogue motorcyclists, causing some concern in the politically conscious motorcycle community. Past experiences with the targetting of well known “biker hang outs” such as pubs are part of the history.

Brent Council in London has recently seen fit to ban motorcycles from a specific stretch of road due to “unacceptable behaviour” by a few “irresponsible” motorcyclists, resulting in dialogue with MAG, the Motorcycle Action Group.

There are several issues here, not least being that a local authority has seen fit to take extreme action. Equally, the important matter that innocent citizens, who happen to ride motorcycles, are being disadvantaged by a broad brush approach. The action is seen as a remedy by some bureaucrat, or maybe local politician, infected with the common disease that equates motorcycles with crime, lawlessness, and whatever the UK tabloid press has generated for decades.

Even in these so called “human rights” conscious times, someone is not really thinking rationally, assuming that is they have the capacity to think.

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SideLines The problem for motorcyclists is that they are a minority that is identified in a broad sense, and crucially the general view of many citizens and bureaucrats is that they are all "bad". It has been ever so in the UK. However, perceptions being what they are, maybe motorcyclists have to concede that there are some seriously flawed folk, who exist within the ranks of motorcycling. Flawed in that they do indulge in crazy behaviour, dangerous riding, and dare we say it, crime.

The problem is how to defend motorcycling without being seen to condone bad behaviour and attitudes of a clear minority. The defenders of the faith, such as MAG, have to be responsible enough to do their job and try to protect motorcycling activity whilst avoiding being seen as defending the indefensible. Tricky in a society with a predominantly negative view of motorcycling.

The problem minority, who promote the grief do motorcycling no favours and it is especially galling as many of these characters are maybe brief participants.

Motorcycling may be just a fad, indulged between the jet ski phase and the caravan, or part of the “laddish” culture so prevalent in current UK society. Sadly, it may also be the pretend rebel, the guy who leaves the partner and kids at home whilst out on a Sunday, or Wednesday night indulging in “biker fantasyland”. Harmless enough if merely posing outside the regular haunt, but not helpful if on full race can chat doing wheelies through residential areas.

So, what to do about it all ? Certainly, don't join the crazed minority, but more importantly reject the stupidity and be prepared to identify and reject the unacceptable side of motorcycling because it is something that could ultimately close roads for thousands of motorcyclists. Meanwhile, our star performers will have probably moved on to illustrate their “freedom” in another arena. Anyone for “extreme golfing” ?

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Considering the Ideal Outfit In the sidecar community, as in other enthusiastic aspects of the petrol head world, there is a wealth of knowledge, experience and expertise. However, a potential downside is the serious danger that the activity could be negatively affected if current and future enthusiasts are not encouraged, nurtured and supported, so as to ensure the future of sidecarring.

It's important to accept that it takes time to adapt to the requirements of riding and owning a sidecar outfit. This is not an off the shelf, mass consumer vehicle. It is specialised in that it is unique despite the obvious connection with motorcycling.

Unique from the point of view of actually riding it, and ultimately getting the best from what is on offer. Unique in that information on aspects of riding and ownership are not readily available. The term “black art” has been used to describe the various aspects of what constitutes sidecar activity.

Off the Shelf retro outfit The downside is that accessing the sidecar world depends upon knowledge and information that can be both difficult to access, and hard to find. Naturally, the greatest source for potential newcomers is the sidecar community, but there are problems. Firstly, how to access this community, secondly, where to start, and keep an initial enthusiasm alive. Of the few that make the first moves towards joining the sidecar ranks, many abandon through lack of information, insight and support. Perhaps the key thing is establishing what is the “ideal outfit” for a potential user's needs.

Of course, there are other issues such as actually riding and controlling a sidecar outfit, but that's another, albeit important issue, and not for consideration this time around.

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For starters, the “ideal outfit� doesn't exist, just as there's no ideal in any aspect of vehicular transport. Well, maybe it does, but not in the sense that there's something out there that would satisfy everyone. The VolksCombo, or UtopiaHack is unwanted and undesirable. However, all sidecar enthusiasts strive, or maybe have striven, for an answer to their own particular brand of utopia.

Sidecars as such tend to address specific needs from the off, although many still require amendments to satisfy needs and taste. Sporty, multi person carrying, a mere pannier with a wheel, exotic, or even off road, a sidecar outfit is chosen because it is perceived as "fit for a particular purpose". Sometimes, specific needs lead some folk to build, or modify their own. This may be because what's available doesn't fit the bill, or as many would propose, new stuff is expensive. This latter argument could be even more relevant today for many because of prevailing economic conditions.

An outfit built for comfort Of great significance is the choice of motorcycle to haul the whole thing along. Unlike fifty years ago this is not straightforward, mainly because, with the exception of Russian and Chinese machinery, plus perhaps (Royal) Enfield, there are no modern bikes made with sidecars in mind. Consequently, there are going to be issues of adaptation and compromise. Whilst there is some choice over how far an owner follows the adaptation route, for example, using car tyres instead of retaining original motorcycle fittments, attaching a sidecar to a powered two wheeler means some matters must be addressed.

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What exactly requires attention when fitting a sidecar to a particular machine ?

Sure, there are specific fitting kits for some motorcycles, or even accepted, previously established procedures, but what of the subtleties ? •

Does something have to be removed, or altered to enable a sidecar fitting to be connected ? If so, might that something have to be relocated elsewhere on the vehicle, or can it be discarded ? Inevitably, some amendments to the motorcycle may entail changing a part permanently. The consequence being that should a return to solo trim be envisaged, a replacement, or repair could be required.

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Where is the best point and method to connect a sidecar's electrics, you at least require lights, to the bike's electrical circuitry ? Older, traditional electrical circuits were easier to deal with than the much higher tech of recent years, for example BMW's Canbus system of single wires carrying digital signals.

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More significant in the formative stage of attaching the sidecar to the bike, has experience shown someone that additional, or even less sidecar fittings might be a good idea ? Text book locations for fittings are not feasible on some motorcycles, so more thought is required to ensure viable, safe linking of the motorcycle and sidecar.

The sporty approach

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Initial fitting of the sidecar is only part of the story. What of suspension, tyres, steering, brake amendments, and transmission ratios ? Fuel consumption might be an issue, but can depend on the type and design of the sidecar, loads carried, as well as the throttle hand ! However, there are bikes out there that are thirsty regardless of accepted variables. Someone might see this as crucially important before embarking on what is after all quite an exercise in consuming time and money.

Then we get to those solutions, or less apparent concerns. There have been folk lost to the sidecar way of motorcycling because they were unaware of how a concern could be resolved, or have not been provided with a solution to a problem. At the extreme this might have prevented the purchase of an unsuitable bike, sidecar, or related accessory. Some combinations of parts do not always work well.

Advance knowledge might have pointed someone in the right direction, saving time, anguish, and, putting a Yorkshireman's perspective on it, avoided unnecessary spending. There are known cases of newcomers to the sidecar game spending considerable money, but ultimately found that what the outcome didn't suit, and/or live up to expectations. Conversely, and as a result, other folk, usually established sidecar guys have got very lucky purchasing an unwanted, “failed” project that predominantly suits them down to the ground.

Sometimes there have been issues with a sidecar outfit that have been resolved because someone else knew the “cure”. The bottom line is that someone has spent the money, but another gets the benefit. Have seen this a few times, only trouble being I wasn't quick enough, or bestowed with sufficient funds to make a killing at the time.

The recently popular GS approach to sidecarring 11

There is no such thing as the ideal outfit, in itself that is one of the joys, at least in an agreed sense. The combination of motorcycle and sidecar is always a compromise because needs and requirements do vary between people, but also in terms of circumstances. The died in the wool, committed, long term enthusiast may well start out with a winter hack to maintain stability and possibly save a precious solo bike.

Then, a change of circumstances warrants the need to transport a family as happened some decades ago in the UK, but is hardly a consideration in the predominantly leisure orientated sidecar world of the 21 st century. As children move on, and disposable finance permits, a more ambitious approach such as sporty, may be the option of choice. The desire to recapture some semblance of youth cannot be denied, even if the body is no longer performing as it did.

Our sidecar experience began with a winter hack for the daily commute, proceeded to a sidecar attached to our solo bike, again for winter riding. With the emphasis still being sole family transport, no car as backup, a new, complete outfit, the Ural Palma came on the scene.

Then it was a succession of more reliable outfits to serve family needs with the emphasis on creating our own interpretation of the “black art”, but now well dependent on accumulated knowledge, plus valuable contributions from established sidecar enthusiasts. Despite some negatives at the outset we stuck at it and glad we did. Equally, it was easy to see why others abandoned because they were unable to achieve at least something of an “ideal outfit”.

Of course, there can be an alternative approach !

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Intercom on the Outfit – 3 Our saga with establishing a decent, reasonably priced intercom system on our BMW K outfit has been covered in previous issues, but with no conclusion. Work still in progress I guess.

The whole thing has been influenced by experiences, trial and error, plus a dose of mind changing. The latter being down to two specific issues. One, actually using an intercom set up whilst riding an outfit in Colorado, certainly a head turner in more ways than one, which crept into our discussions. The second, chats with a member of our sidecar club and his experiences with helmets that had wireless intercom already fitted.

The waters had truly become very muddy, and the whole intercom matter a case of what to do. The fact that we still communicated of sorts without the technology meant there was no actual panic, there being plenty of other sidecar fish to fry, so to speak.

Some consideration was occasionally given to a system like the wired set up used in the USA, but nothing specific. Being that we possess a fairly reasonable, as yet hardly used Starcom system, this was still the likely route. Then along came the annual motorcycle show at the National Exhibition Centre, for which we had tickets won in some online competition.

The NEC show has not been a regular for us for some years, it being somewhat predictable, and maybe aimed at a different clientele to us.

Don't need to explore endless stalls selling racer replica helmets. However, as we passed a display of clothing and helmets, we noted some well discounted helmets with intercom system built in that our sidecar club member possessed.

So, we now possessed a pair of Duchinni D619 Bluetooth helmets, not top of the intercom helmets food chain, but considered reasonable for our needs.

Unfortunately, things were destined to be less than straight forward.

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A few days after purchase at the bike show, the two helmets were put on charge, the fitted intercom units requiring their onboard batteries to be charged. One unit showed no sign of functioning, so contact with a local branch of the supplier company was made. The outcome was very positive from the point of view of response and a way forward. Both helmets were left, so they could be dispatched to the importer for hopeful resolution.

A week later the helmets were collected with the reassurance that all was well, and a contact number for the importer was provided in case there were further problems. Circumstances and weather less than conducive to trying out the helmets meant a delay in assessing the expected outcome.

In due course it was obvious that one helmet was still defective, well more specifically, the unit would not indicate it was charging, or that it worked.

In anticipation of resolving the problem directly with the Duchinni importer, contact was attempted. No response because of an inoperative telephone number, and subsequent enquiries confirmed that the importer had “ceased trading�.

Looks like the drawing board will have to be revisited.

To be continued............ maybe

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“Déjà vu” - Part 2 More than 20 years later. Alf had once again just finished building himself another outfit.

This time it was a Honda Gold Wing with Steib chair. It had leading link forks, and was freshly restored. A lovely bit of kit.

Camping time in Wales came around, and for one reason or another, my Honda /Palma rig wasn't roadworthy. So, for the first time since the “Lakes Escapade” of 1964, I was again passengering for Alf. I didn't dare enquire as to the quality of the rebuild. Everything looked OK, but I must confess as to having a long hard look at the wheels and tyres.

Alf in full flow ! (Irrelevant, but funny) Well, the weekend was great, as it always is in Wales. Until !!!

On the way home, we were passing through the outskirts of Wrexham, when we felt the unmistakable bumpity bump of a flat tyre. Immediately black thoughts of “Déjà Vu” 1964 style came to mind. But no, it couldn`t be happening again, could it ? Yes it could, and it was.

We pulled over to the side of the road, and examined the tyre. There was no obvious evidence of a puncture. In fact it looked suspiciously like a new tyre. Alf had really been splashing the cash. What tools had we to remedy the situation? Plenty of spanners, tyre levers too, but no puncture repair kit, or pump. So, once again we were in trouble.

The area where we had stopped was residential, and it was a Sunday afternoon. However, just across the road from us, was a block of shops, and one of these was a fish and chip shop. Obviously closed on a Sunday afternoon, but painted on the wall inside the shop was a mural of a racing motorcycle. A slim chance here we thought.

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So, it was round the back of shop, through a gate, and knock upon the door. A lady answered, and after listening to our tale of woe, she told us that her two sons were out doing Moto-Cross, or something, but if we knew how, we could use the compressor in the garage.

What luck, so, the tyre was inflated to a highish pressure, and it stayed up. We thanked the lady, said a hasty goodbye, and headed for the M56.

The idea being, that we could make better progress this way before the tyre went down again. Our luck expired once again after about 10 miles or so, when the tyre was once again flat at the bottom. (Ed. Punctured tyres tend to be flat at the bottom ?)

A junction was upon us, so we headed off the motorway, and parked up in some sort of transport company yard. Once again our luck was in. A sympathetic clerk in an office, allowed us to use the company phone. Alf had an ace up his sleeve, in the shape of a R.A.C. card.

The voice at the other end of the phone told us that we could expect to wait for at least an hour. No sweat, out with the stove (petrol this time) and proceed to make a brew. However before the kettle had boiled the R.A.C. van pulled into the yard.

The patrolman was having his afternoon tea at home, not a million miles from where we were, so he took on the call.

What a difference 20 years and more makes. No thumbing lifts, no seeking out tyres and tubes. We could ride home in the comfort of the breakdown cab. But NO ! We were not going to have any of that. We weren't “cheats�. We insisted on having the tube repaired. What a pair of plonkers.

Anyhow, the RAC man refused to fix the tube because of liability if the tube gave way again. He did have a repair kit with him, and with a little persuasion handed it over for us to use.

Alf was fixing the patches, two of which were required. As for me, I was taking no chances, I was checking and tightening spokes, as once again it was the spokes that had caused the mishap in the first place. The spokes in the newly built wheel had worked loose and pierced the tube. I finished the job off by filing down the spokes that were prominent, and then wrapping extra tape around the rim. I don't think that the job was progressing quickly enough for the RAC man, so he muscled in and fixed on the second patch.

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Not quite this many patches !

Soon we were on our way again. All along the M 56. around Stockport, over the Woodhead Pass across the Pennines. No bother. Then, as we passed through Stocksbridge, only 10 or 12 miles from home. Once again we could feel the rear tyre beginning to deflate. We quickly turned into a filling station to blow up the tyre.

Here we re-distributed the load, so as to put as little weight on the sidecar wheel as possible. This meant that I had to ride on the pillion. Our route was also amended so as to pass as many filling stations as possible. We just had to hope that all the air lines were in working order. Within 2 miles the tyre was once again running out of breath. So, it was into the next garage for a quick blow job, if you will excuse the pun. This procedure had to be repeated 6 more times before we reached my home in Sheffield.

At this point with the pressure off (another awful pun) the tube was replaced with a good one. At last the saga was over. Alf had an uneventful ride home to his home in Dinnington just a few miles away.

Postscript You may be interested to know that the second spate of punctures was down to the RAC man and his hurried patching of the tube. He just hadn't given the glue enough time to work.

Since that time Alf has ridden many hundreds of miles with me, mainly as a passenger. All without incident. But who knows maybe one day I will passenger Alf again, because it`s impossible for this to happen a third time. Or is it, I am not taking any bets.

Ride safe, Oscar

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The First 6 Months Our new sidecar outfit was collected in March and now, after six months has a few miles on the clock, although family circumstances have prevented the amount of anticipated use. As ever with most of life's purchases, especially as it's possible to make comparisons with what went before, there have been both positives and negatives. However, it must be stressed, the positives far outweigh amything negative, and importantly that any glitches are no reflection on the guy, who created our new baby, and then sold it to us. Thanks Mick.

Attaching a sidecar to Yamaha's iconic Vmax 1200 may be somewhat removed from the norm, although it's been discovered that it has been done more times than we realised. It certainly was not on our original list of “desirables�. Nevertheless, once seen, it seriously took our fancy, so we reluctantly had to indulge ourselves. After all, the kids would only fritter away our money given the opportunity. The prevailing view these days is that if they want to have things in life then they'll just have to earn and save for their own indulgences.

There were some early issues about set up that were soon resolved. Adjusting the rear suspension transformed the initial wallowing, as did getting familiar with the almost light switch twistgrip. The right hand's previous experience didn't include the sort of power available within the Yamaha's brutish engine, a hot rod for sure. As the weeks past other modifications were undertaken based upon preference, but also courtesy of useful guidance from inmates of www.vmaxforum.net .

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A manual override switch for the cooling fan was fitted, which was soon justified on warm days in slow traffic situations. New switch courtesy of an internet dealer in child quads (see photo – arrow B).

Another modification eliminated the US spec permanent lights on. Again, courtesy of the Vmax forum, and a new handlebar light switch for a small Chinese motorcycle.

The switch cut out was used to turn off the normally lit low beam, whilst the traditional three position light switch was connected to achieve; Lights off position = No lights; Side lights position = Front facing running lights (see below); Headlight position = All lights on (see photo – arrow A).

The switching arrangement provides options; No lights, Running lights only, Full lighting, and crucially the benefit that when the low beam is off there is now effectively a headlamp flasher available. The headlamp flasher is very much part of the UK highway culture. Following the recommended wiring amendments, the only permanent lights on feature remaining is that for the various gauges and speedometer, which is acceptable.

Valuable aspects of the advice provided on the Vmax.net forum included exactly where, and how to best access wires to make connections. Certainly, this eliminated the kind of anguish experienced with past electrical frustrations. The internet has proved to an invaluable resource over the early days of life with the Yamaha, and has once again illustrated the sense of community that exists in and around motorcycling.

Brilliant.

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The Vmax did have additional lights fitted when bought, but these were soon replaced with preferred LED running lights, one on the front forks, the other on the sidecar. These are kept on almost all of the time and certainly add to illumination at night. Neat, effective, and for the job they do, good value.

Some issues are of a relatively minor nature such as the seat. Despite having a gel pad inserted into the seat by the original owner, it is uncomfortable after an hour, or so. Our Air Hawk inflatable seat covers that we already owned, now make a noticeable difference on longer journeys.

The fitted 4 into 1 non standard exhaust is too noisy. A diffuser is planned in the not too distant future.

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Of concern, but not serious enough to keep us from riding, is the sidecar fitting arrangement. We eventually became aware that the original owner had problems with the sidecar fittings. The solutions for resolving some inadequacies still aren't quite right, so these will be resolved in the coming winter months. Two long tubes, which run the length of the sidecar between sidecar and bike are too low and hit even insignificant road humps and potholes. This twin tube arrangement is the central part of the whole connection, but is too low. An interim cure has been to alter the leading link forks to raise things a little, which has reduced the incidence of fouling tarmac irregularities. The expectation is that there will be all round improvements in the connection of bike to sidecar by some amendments to the mounting arrangement.

There is little doubt that this particular example of the RX4 sidecar is not comparable with earlier production models' quality, something that was not initially apparent when purchased. Body sections are flimsy and some solutions have already been introduced, including dealing with a significant gap between the main body and the raising canopy, plus an ill fitting canvas cover. The canvas was adapted by an experienced vehicle upholsterer to improve the fitting and so provide the required protection from the elements.

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Before adopting a suggested remedy for the gap problem, the source of a notable flow of air and rainwater, consideration was given to possible extra fibreglassing to both strengthen, and add necessary rigidity. Advice from the producers of body parts for Ginetta sports cars ruled out any viable alteration to the faulty canopy.

However, the adopted “solution” did stem from these experts, a simple, fitted aluminium channel that helps locate the canopy in a better, seated position, which up to now has eliminated the air and rain “leak” problems.

Finally, a pleasant positive has been fuel consumption of the Yamaha Vmax 1200.

Reputation, heresay, and even a personal view, all pointed to having to accept the new outfit would probably be a thirsty beast compared with what went before. Folk were suggesting low 30s, even mpg figures in the 20s. Ah well, it's only money !

However, over 2000 miles the average has worked out at 37 miles per gallon, or 33 U.S.; around 6.5 litres per 100 kilometres. OK, not in the eco ball park, but considered not too bad considering the Vmax's thirsty reputation is very much fixed on solo use.

Of course, we have the added weight and poor aerodynamics of having a sidecar alongside.

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It's A Camping Thing At the outset it's important to stress that to be an enthusiastic sidecar type it is not a prerequisite to spend time in fields living in a tent. Fine, the field bit may be taking it too far, as it's perfectly possible to occupy relatively palatial campsites with all modern facilities, for example hot water. The point is, camping and enthusiasm for sidecars are not joined at the hip. We camp, and see it as part of our sidecar life, so this article is relevant to us, hopefully it may be of interest, or at least intrigue.

The camping “residence� may be much more than a simple tent, it could be something more upmarket. Some sidecar campers have allied with other outdoor types and utilise trailer tents, which feature details that potentially provide greater levels of comfort, at least that's what may be claimed. However, a significant issue with all this does relate to carrying capacity, and/or towing issues, notably when the involved vehicle is not some 4 x 4 capable of carrying, or towing, the contents of a small house.

In the UK towing with sidecar outfits is almost folk lore with interpretations, debates, even disputes about what can be done. There isn't time, or inclination to go into that here, but it will be very briefly touched upon. Our towing experiences from the early 1970s have included simple equipment carrying trailers, a seriously hefty trailer tent, Pat's beloved Dandy, and a teardrop style Sleeper. The only real issue being when towing the Dandy, which nearly brought us to a halt on a very steep climb.

That single experience sadly meant it being reluctantly put up for sale.

There have been a few attempts to create the ideal camping arrangement for motorcyclists, which in turn have benefited sidecar folk. None have had longevity of production, having fallen short of the mark in some way. Shortcomings have led to rejection, sometimes design, or construction failings, and possibly price. Providing an attractive package for what is already a minority market, and, as agreed, not all powered two and three wheeler types are remotely interested in camping. It is an acquired taste, and in many cases not long lasting enough to justify serious investment. Cheap, almost throwaway tents abound, and simplicity is significant.

However, every so often something catches the eye, and that was the case for us at the 2013 Farmyard motorcycle gathering, organised by the Motorcycle Action Group.

On our usual wander around a few thousand bikes and tents we caught sight of an interesting design, previously unseen, at least by us. This was subsequently identified by its creator, Robert Millar, as the Ultra Kompact Kamper.

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There is little doubt that the design and material quality of Rob's prototype is exceptional, suggesting this set up is not going to let anyone down, even in the serious weather that can detract from camping. However, with quality comes cost and that ultimately could be a factor for some potential customers. Nevertheless, people have been known to spend big bucks on possibly lesser products.

It's inappropriate to state price because Rob is in the evaluation stage, potential customer response, and possible design changes. An equal attraction is a design that complies with “the rules�, at least those which might be viewed as the most definitive.

The design of the Ultra Kompact complies with known regulations in respect of towing with a solo motorcycle, and as such is less likely to get caught up in what's right, or wrong in the sidecar towing debate. Rob Millar has apparently already had discussions with a major motorcycle insurance broker and they seem to be happy.

The design features a double bed sleeping area over the trailer component, which extends into a small living area. This has ample room to allow two people to sit in and generally do all the necessary as in a conventional tent, all with the attraction of plenty of headroom. The double bed incorporating a mattress sits atop the trailer's useful storage area, so plenty of other essential items can be carried. The unfolded camping arrangement is perfectly adequate for a night, or nights camping.

A significant feature is the standard inclusion of an awning, which provides useful shelter against sun, or rain. We witnessed a number of people sat around enjoying the delights of a barbecue whilst rain fell adequately protected from a typical summer day on England. Material quality ensured both protection and stability and was impressive when compared with other offerings. Somewhat reminiscent of our old Dandy, although not quite with that particular design's weighty design features.

The folded aspect of the design sits on top of the trailer and is covered by a substantial cover arrangement. It certainly looks neat behind Robert's solo Suzuki, so will clearly present no problems behind a sidecar outfit. Equally, storage when not in use should present no problems due to the overall dimensions.

An interesting feature on Robert's prototype was the attachment of a small barbecue just behind the towing ball in front of the trailer. Final costings will probably influence this fittment.

All in all the Ultra-Kompact-Kampa design is both well thought out and constructed, which influence the price, but should provide something that can be trusted to perform. A very acceptable package when considering how the whole thing is contained so neatly.

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Obviously, only time will tell with the Ultra Kompact Kamper in terms of it actually coming to market, being attractive enough to sufficient customers, and people's experiences in use. Seeing it in action rather than on display in some showroom, or in a catalogue persuaded us that it could find customers, assuming the price is right.

If you would like to read more then go to; https://www.facebook.com/pages/Ultra-Kompact-Kampa/330190663777641 25

For the record, we have camped for over 40 years, including 20 years with one, or both of our two children. This enabled us to take trips to most of western Europe and around the UK. There's no doubt that as a family we would have never been able to visit so many places, plus meet numerous interesting people, some remaining on our list of friends.

Of course, it's not always been ideal, sometimes perhaps best forgotten, but overall the experiences have been good and importantly, memorable. Family circumstances, employment, and health issues, albeit minor compared with some, have been at times limiting factors. We don't camp as much as we would like, but still enjoy.

Our mode over the years has changed from small, crawl in tent options, to stand up inside family tents. Probably like many of our contemporaries in the sidecar camping fraternity we still retain some of our past, favoured tents. Others have even been used to serve as protective covers for such things as that outfit that was purchased as a project some years back. Ah well, never mind.

Several things remain the same such as cooking with a single burner petrol stove, which is efficient and easy to carry. Coleman stoves have served us well for over 30 years. Sleeping arrangements have varied between roll up camp mats and inflatable air beds. Yes, we've done several of the short term supermarket variety, plus our more expensive double that also provides for overnight stays indoors. We have recently bought recommended, thicker sleep mats. Good price, slightly bulkier than our more expensive Thermarests, but seem good so far.

When are we likely to stop camping ? I guess when we no longer enjoy, so hopefully for some time yet.

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Sidecar Smile 4 Not everything amusing about the sidecar world involves the vehicles. Sidecar folk themselves provide memories for those who have been around when events have warranted the odd giggle.

In the early 1980s, when very well attended sidecar rallies could be enjoyed just about every weekend, all over the country, the fraternity seemed to encourage daftness (silliness for the unininitiated) beyond the call of duty. These were the days when the rally/camping branch of the Federation of Sidecar Clubs met up on successive weekends in a field somewhere between Easter and Bonfire night. Talk about clocking up the miles. The combination, excuse the pun, of bikes, sidecars, relatively youngish adults, plus their kids, brought about much in-house entertainment. It would be unfair to point the finger at others without first recalling the “Fedettes� (don't Google, the evidence has presumably been incinerated).

A mixture of egos, friendship and just being plain barmy (daftness, silliness, etc.) brought together Paul Chadwick, Paul Meakin (both of the Trident Sidecar Club), and John Procter (no fixed abode). The formula was simple. Appropriate American girl group music of the Phil Spector variety, and mime to it whilst dancing around like idiots, easy for this threesome. A first impromptu "performance" at a rally (cannot remember, it's my age) led to requests to repeat on subsequent weekends.

Anyway, the Fedettes endeavoured to please on several occasions, inevitably after sufficient falling down liquid had been consumed. Their popularity increased, but in an attempt to improve the show, things got serious for a fateful night at Hulland Ward, near Ashbourne, in Debyshire's beautiul Peak District National Park.

The Saturday evening social was held in a proper club house - bar, inside toilets, and a stage ! To add that little something, Chad's better half, Yvonne, had organised girly gear - dresses and make-up for the two Pauls. John P was relatively low key, but still dressed to kill. We had a prepared cassette tape and tried an impromptu rehearsal of miming the words in the afternoon sat alongside our tents. We were ready to go with only odd thoughts about what the heck we were doing. The drinking necessarily started early.

The audience, now also well lubricated and excited (don't ask) were persuaded to settle down. They had been dancing to the resident organist, who sang a little, plus the odd chanson from whoever fancied a go. This was early karaoke without words to read off TV screens. The Fedettes came to the stage to great, inebriated applause, which raised the roof. It has to be said that the two Pauls did look quite fetching.

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The tape was already in the club's amplified player, and John P hit the Play button.

All was well for about a minute with our trio doing their thing to the Ronettes' “Be My Baby”, much to the amusement of the majority present. John P's own kids once again left the room, as they did at such times. Wonder why ? As ever a few in the audience didn't understand anything that was going on, bless 'em.

All was going famously, until the taped music became contorted then stopped. It didn't actually go quiet, there's was too much laughter for that, as the Fedettes looked at each other confused, or was it a sense of relief ? No amount of fiddling with the tape deck could resolve the problem and the Fedettes left the stage. It was a cruel moment because they had actually planned another classic number. A dream of a life in show business had gone thanks to a dodgy tape player.

Sympathetic fans pleaded for comebacks at subsequent events, but somehow the magic had been lost. The Fedettes became a talking point, but little else, and have been referred to many years later. However, there was destined to be a brief comeback for the dynamic trio.

At one of the last big Trident Sidecar Club rallies, held near Ashbourne again in the Peak District, the summer weather was exceptional. Outside until midnight, kids playing, hot dogs, the odd beverage, and good company at the end of another successful event. A folk group, “2 Far Left”, were booked to perform and did a grand job entertaining us all.

It's hard to remember what prompted the intrepid threesome to do their thing, but suffice to say that Chaddy and John P at least remained in jeans and T shirts, whilst Mr Meakin opted for a giant napkin (don't ask). The folk music group entered into the spirit of the evening and played a folksy piece whilst the Fedettes performed their "world famous Plank Dance", having rehearsed for an impressive 10 minutes.

Despite states of inequilibrium, Chaddy and John P ponced around, initially with the long, wooden plank on their shoulders, as the Meakin fella somehow precariously balanced on top of the plank. A cross between a square dance and morris dancing followed, which proved to a be a successful, memorable curtain call for what were once the much missed (?) Fedettes.

Will we ever see their like again ?

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