The Online Mini Magazine for UK Sidecar Enthusiasts
Sidecars On Line
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Issue 8 – December 2013
“Can I have one, Grandad ?”
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Contents this Issue Editorial – The Ural isn't the only kid on the block SideLines – Electronic Traffic Control 21st Century Style Oscar's Odyssey – A Very Personal Tale – A lady's return to the sidecar scene after a significant tragedy. The Ideal Motorcycle ? – Is there a motorcycle best suited for sidecar work ? A Personal History – Part 1 – How does experience of motorcycling influence your approach to motorcycling ? Parasitic Battery Drain – Can an electrical problem be infectious ? Sidecar Smiles 5 - The tale of a bogus book review that became a real hunt for a “rare” book about sidecars. 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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Editorial Whilst acknowledging the risk of severe reprimand from some enthusiasts I believe it's time to place my cards on the table regarding what appears to be seen in some quarters as the only sidecar outfit in the known universe. I refer to the off the shelf vehicle from deepest Russia, the Ural. Whilst prepared to accept that the off the shelf, very retro flat twin offers the joys of three wheel motorcycling without the perceived chore of assembling your own motorcycle/sidecar combination, it really isn't the only kid on the block. In fact, it remains something of a rarity at any event, sidecar or otherwise, that we attend. Despite the column inches afforded in very rare sidecar features in the motorcycling media, the Ural is not typical of what exists in the sidecar community. As time has passed the time warp Ural has developed, although it would be difficult to describe it as modern, even by 1960s standards. There have been notable changes, but mainly with branded parts, thus reducing in house manufacturing. Progressive moves have involved known names such as Brembo disc brakes and Sachs suspension. Ural marketing is primarily based upon colour schemes and names. Technical change has not been, and is probably unlikely to be on the agenda given the nature of the business. Circumstances surrounding this symbol of a different era suggests that the Ural's days are likely numbered. Some Ural owners are likely to remain passionately loyal, but this is unlikely to sustain production in a quasi capitalist Russia. So, back to the point of “what appears to be seen in some quarters as the only sidecar outfit in the known universe�. Articles in specialist and mainstream media, do not reflect on the reality of the sidecar world I know, where predominantly no two outfits are the same, even if only due to some minor detail, but equally because sidecar outfits are not exactly thick on the ground. This doesn't mean I have something against, or dislike the Ural. Quite the opposite, it is after all a part of sidecarring, and as such is respected. It's just that I feel the rest of motorcycling and those poor unfortunates outside motorcycling society need to understand there's some exciting and different stuff out there. Finally, what do I know about the Ural anyway ? Had a brand new one back in 1972, one of the first in the UK. Any good ? No, unreliable and deficient in too many departments. New ones better ? Very much so, at least as far as I can tell from afar. By the way, have an enjoyable Christmas and a good sidecarring 2014.
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SideLines Electronic Traffic Control 21st Century Style It was only a matter of time before electronics and computer technology further developed to directly control road users. The latest development being the recently unveiled “Safe Stop” device, which uses a blast of electronic waves to upset a vehicle's electronics, bringing the vehicle to a stop. Whilst at this early stage human involvement is required, it will be interesting to see how this technology progresses. Technical progress being what it is, how long before the device loses current bulk and is used to bring a vehicle to a halt without the safeguards used in its development ? What might not be hurt a car user, may be less healthy for a motorcyclist. It sounds a great idea for dealing with those threatening carnage, or maybe a criminal, but what of the potential for a tragic mistake involving an innocent road user ? The notable innovation, for our generation of road users, was the Gatso speed camera, which has become a familiar roadside feature. Notable due to not requiring the direct police officer involvement, unlike the hand held speed guns that officers could employ whilst out dealing with traffic offences other than just speeding. The early Gatso utilised film camera technology, requiring someone to unload and reload film cassettes. As with later versions, they continue to do their job in a dispassionate, singular manner unconcerned with other unsafe driving, or riding activity. For an offending road user, the tell tale sign of a flash identifies that the programed speed limit had been exceeded. It's then a wait to see if the “offence” translates into notification, a fine, plus penalty points on the driving licence.
Not everyone appreciates Gatso !
Digital technology has led to sophisticated, dehumanised camera systems. Average speed cameras for over distances; automatic number plate recognition for motoring and criminal misdemeanours; camera monitored road junctions, notably at traffic lights; and lately, monitoring so called “managed motorways”, parts of highways with high traffic levels, usually including congestion prone entry and exit junctions. Bizarrely, the “managed motorway” strategy eliminates hard shoulders. This questionable strategy, born from the mentality that an “extra lane” somehow improves traffic flow and reduces congestion, seriously disregards the long established value of the continuous hard shoulder principle. 6
SideLines When hard shoulders appeared on the UK's first motorway, the Preston Bypass in December 1958, traffic levels were insignificant compared to just a couple of decades later. Not only many more vehicles, but higher speeds; a greater mix of road users, vying for the same stretch of tarmac; and less visible traffic police.
Preston Bypass with very obvious hard shoulder
Greater commuting distances have seriously pressurised the UK motorway system for some years. Despite safety concerns about even the hard shoulder, many thousands owe their lives to this provision. A massive concern resulting from the Highways Agency apparent love affair with “managed motorways”, is that hard shoulders provide an access route for emergency vehicles, particularly during major incidents. The Highways Agency, which is charged with overseeing UK national roads, replace hard shoulders with emergency pull ins. All very well if your particular crisis occurs, so you could safely access the emergency pull in. Personal experience indicates emergencies don't occur conveniently, so safety may be out of reach. Even if you got lucky, access could be limited, as some are not lengthy. The Highways Agency answer to critics, even senior police very familiar with the realities of busy highways, are camera monitoring systems. So, a vehicle stops, is “witnessed”, and the lane containing a stricken vehicle is identified on preceeding overhead gantries as closed by a big, red cross ! As road users approach the warning light scenario, red crosses, or otherwise, immediately results in positive reponses from everyone approaching an incident. In your dreams !! “Managed motorway” signs – Always obeyed ?
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SideLines Another consequence of the disappearance of the hard shoulder is how to interpret the long time advice given to everyone occupying a distressed vehicle. For years the rule of thumb when parked on the hard shoulder due to a breakdown, or other situation, has been to leave your vehicle and seek refuge away from what can still be a precarious position. Presumably, the advice will remain, but what happens if a road user has only managed to reach the so called inside lane, that which used to be a hard shoulder. Are there complications that the Highways Agency experts have simply not appreciated until the consequences of their radical changes emerge ? Yet to be unveiled is the predicted further development of airborne drones to undertake all manner of highway observational duties, which could soon enter the control and monitoring of road use. After all, if military drones are already used to great effect in various war zones around the world, and controlled from locations many thousands of miles from the action, who knows what might emerge. Drones can be both large and small, from the size of a manned aeroplane, or helicopter, right down to the size of a model flying machine that can be openly purchased by anyone, inclusive of digital cameras. The ability to incorporate existing camera technologies into drone design is well established, as is the ability to link with other systems such as computerised vehicle checking. Wonder where that might lead ? A thought. Automatic number plate recognition has become sophisticated. It is generally used to prosecute in traffic offence cases, as well as checking for up to date insurance and vehicle excise duty (road tax). ANPR us also likely used in monitoring criminal and terrorism activity. In respect of the more general checking, ANPR has a known problem with motorcycles because of their being no front number plate, something that has not been required from 1975 on. It is difficult to know how this affects how authorities keep a check on powered two wheelers, but it certainly raises an issue that this may be ultimately reconsidered. So, if developing traffic control technology and systems cannot accommodate road vehicles that require specific consideration, such as motorcycles, could this justify even more pressure being brought to bear to limit, change, or even stop the use of powered two wheelers on public highways ?
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A Very Personal Tale Once again October comes around and once again it's time for the annual trip up to the small town of Pickering in North Yorkshire for the “40's weekend”. I have been doing this same trip for the last 7 years now. Why, you may ask. Well, the reason is quite simple. As most folk know, the area is filled with great things to see and do, such as exploring the many by-roads, and heather clad moors, plus visiting ancient castles and such. Then there is the magnificent coastline with hidden bays and soaring cliffs.
A busy Pickering “War Weekend” in better weather
The “40's Weekend”, more commonly known as the “War Weekend”, is centred around Pickering, and the railway with all its great steam locos. I could go on. However, this year was different. This was the first time for over twenty years that my good wife was riding with me. The last time she accompanied me with any motorcycle was when we visited the Isle of Man for the 1993 Manx Grand Prix. Why this change of heart ? Why did she stop in the first instance ? I will explain the stop first. It was back in 1984 and we had been on a fantastic ten day camping trip into Wales with our dearly loved friends Dave and Christine Copping, along with our families. The whole ten days were filled with sunshine and laughter. Later on in the same year, we had an equally good time at the Federation of Sidecar Clubs' annual rally at “Corse Lawn” down Gloucester way. On the way home, I remember waving to them as we took the slip road off the M1, and they carried on North. 9
Three weeks later there was a sidecar camping weekend near Grewelthorpe in North Yorks. We were keen to go and Dave wanted to go to Scarborough to watch the road races there. After a bit of pressure from Christine and my wife Ann, he changed his mind about the racing, so we were on for another good weekend. In my possession, I happened to have a front wheel that I needed to deliver to a chap up in the Yorkshire Dales. So, on the Saturday morning we took the said wheel to him. On the way back we stopped off in Ripon to stock up on food. Whilst there we commented on the frantic activity of two ambulances that went haring through town. When we arrived back at the camp-site, we immediately knew that something was wrong. Then we were told the devastating news. Dave and Chris were dead. They had been involved in a collision with a farm truck. Dave and Chris had apparently arrived at the campsite and seeing that we were not there decided to ride into Ripon. What happened, no one really knows. What I do know, this incident had a monumental impact on Ann. She believed that if she hadn't persuaded Dave to change his mind that weekend, they would both still be with us. Slowly but surely Ann lost her appetite for the motorcycling scene. I too carried a sense of guilt around for many months. Why, many years later, did she have a change of heart ? This is hard to tell, who knows the workings of the mind of a woman. However, a while ago, she did say, “If Alf (our long time, good friend) ever gets a woman to go camping with him, I'll go along too� So, back to the camping weekend up in Pickering. Guess what, and you're right Alf has a biker chick to accompany him. Suzy is her name and whilst definitely not a chick, is a mature lady from America, but living in France. Alf met her whilst on a biking trip to France. So, true to her word, Ann confirms that she is up for it. Good for her. This meant that I had to get reorganised with the camping gear. I had already decided that a new tent was needed as it is getting more of a hardship crawling in and out of my small tent, plus a decent sleeping bag for her Ladyship. We had a good, mainly traffic free ride up to the camp-site at Newton-upon-Rawcliffe. Ann on the pillion, all the camping gear in the sidecar. I could tell that she had lost none of her skill at riding on the bike. The brand new tent took a little while to erect. It was the first time out of the bag. Without the help of long time friend Mark Fowler we might have been at it until midnight. Ann gave the new sleeping bag the thumbs up, and we had a nice cosy night on the new double air bed.
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Saturday morning though was a damp miserable affair. It had rained for most of the night and it also continued for most of the day. As usual we headed off to Pickering to see the parade of vintage vehicles, and to see all the folk that dress up in period gear, both military and civilian. The town centre in Pickering is usually packed to suffocation, but on this miserably wet day, most re-enactors had taken a dive for cover, mainly in the pubs and cafés, which fortunately the town has plenty of.
“War Weekend” participants, again in better weather
Normally, on the Saturday, after we have seen the sights of Pickering, we would ride back to camp to have a brew and a bite to eat. Then, ride off again across the moors to visit the villages along the railway line to Whitby, taking in Goathland and Grosmont villages, where there is much entertainment to be had. However, on a day like it was, it would have been foolhardy to attempt the ride. Visibility was down to just a few yards out on the high moors. One of our group did do the ride, but said that there was no enjoyment to be had. So, the afternoon was spent in the nearby Newton church hall drinking tea and scoffing buns, while listening to some great tunes from the “Second World War”.
A past ride in beautiful Yorkshire countryside
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Come the Saturday evening, all on the camp-site were in the “White Swan” pub having a good time singing war songs, along with the old, slightly out of tune piano. I must add, the “White Swan” is a really good watering hole, serving first class food at a reasonable price. Sunday dawned with the same miserable weather, and low cloud. So, it was pull down the tent, stuff it into the sidecar any which way, say our goodbyes to our friends, and head off for home, not even bothering to stop off in Pickering. In all the years I have been here, this was the only time that the weather had us beat. Ten miles or so away from Pickering the sun came out, and stayed with us nearly all the way home. My thoughts on the weekend were, what a crappy way to re-introduce the Missus to camping, surely she wouldn't want to go again. I was pleasantly surprised when she said that she had enjoyed the trip immensely despite the weather. She is now looking forward to next year when she will try some selected events.
Tribute to wartime dispatch riders
More later. Oscar Editor note: Although a sad recollection of a past tragedy that at the time indeed had a profound effect on many in the UK sidecar community. The personal loss, notably for those closely involved was profound, and clearly affected some for many years. However, this is also a tale of equally profound change. It took a lot of courage for Ann to bounce back in such a way. Despite the less than favourable weather of an October weekend with all that entails for motorcycling, let alone camping, the ultimate feeling is both encouraging and praiseworthy. As we say in our part of the world, well chuffed.
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The Ideal Motorcycle ? Maybe the “Ideal Outfit” (October 2013) should have been preceded by considering the ideal motorcycle for hauling a sidecar. However, the diversity of powered two wheelers provides a complex set of variables, so it doesn't seem remiss to ponder the “tug” retrospectively. Be clear, suggested possibilities are not seen as ultimate, preferred, or recommended, but represent frequent “weapons of choice”. It is acknowledged that there have been, and continue to be, certain motorcycles that have a significant link with sidecars as manufacturers have produced sidecars alongside motorcycles. Obviously, the still produced Russian Ural, but also the Chinese Jiang. Past complete offerings, particularly two stroke offerings from East Germany and Czechoslovakia, are fondly noted. The other player of long standing, producing sidecars for its motorcycles was Harley Davidson. However, such complete packages meant motorcycle and sidecar were probably considered jointly at the design stage. The contemporary sidecar scene has evolved from a situation where three distinct paths meet. Firstly, powered two wheeler created by manufacturers wishing to appeal to a particular faction of riders. Secondly, independently produced sidecars having no relationship with those who produce powered two wheelers. Thirdly, home produced sidecars, even total outfits created by various levels of innovative enthusiasts. Observation of the sidecar world over a few decades, plus studying the third wheel aspect of motorcycling, indicates that no two wheeler, powered or not, can really be discounted. If someone sets there mind to it, nothing appears impossible, so some sort of sidecar could probably be fitted to any motorcycle you care to suggest. Resultant vehicle functions and performance might ultimately indicate a less than satisfactory outcome, but maybe that's part of the charm of this crazy game. You pay your money, you take your choice.
“....nothing appears impossible...”
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Some decades back, between the two world wars, and for a decade, or so after the second conflict, a sidecar could be easily fitted to many motorcycles. Indeed, British single and twin cylinder motorcycles through the 1930s, 40s, and 50s often featured sidecar mounting lugs within normal frame designs. Motorcycle manufacturers also offered alternative parts such as fork yokes (US triple trees), plus drive sprockets to facilitate gearing changes suitable for hauling a sidecar. Some bikes even had adjustments incorporated into their designs that meant owners could easily amend a bike's setup for sidecar use. Sidecars, notably in the UK and Europe, were in every sense an integral part of the motorcycling scene. Since the 1960s, the motorcycle landscape has changed with radical changes in designs, materials used, and specialised functions, which no longer consider sidecars, at least from the point of view of the vast majority of motorcycle manufacturers. Basic family transport is now deemed to be the domain of automobiles, whilst motorcycles in developed countries are primarily perceived as two wheeled leisure vehicles. Whilst any combination of powered two wheeler and sidecar might still be feasible, if one was determined enough, there are now serious limitations that preclude the past tradition of a few parts changes, or adjustments. Contemporary sidecar outfits tend to involve specialised amendment, and usually focus on particular motorcycles where design features either minimise required changes, and/or where there are acknowledged sources of specialist parts. For the purposes of this article, the focus is on certain specific machines. A key factor for choosing a suitable motorcycle is the frame. Whilst modern design characteristics such as plastic covers, fairings, and trim may hinder connection, these are maybe not as crucial as the frame type itself and its material. Plastic can be easily trimmed, or removed to accommodate sidecar fittings. The easiest frame to consider is a steel tubed, full cradle frame, although subframe arrangements can compensate when the bike frame is not a full cradle type, i.e. surrounds the motorcycle power train (engine & transmission). Sub frames can be used to suitably locate fixing points, so that the loads associated with connecting a sidecar are adequately spread. They complement the bike frame in some way, or be designed to spread the load of attaching a sidecar. Some sidecar enthusiasts, notably those who are involved in fitting sidecars professionally, may consider that there is merit in providing additional support for a motorcycle frame, even when it is nominally of the full cradle type. Experience may indicate that a particular design requires additional support to maintain structural integrity, or it may be that the layout of the motorcycle frame does not provide
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adequate, or necessary locating points. In some cases there may even be issues considerations relating to legal, or insurance requirements. The Norton frame illustrated in Fig 1 will accept fittings directly whereas the BMW K series frame shown alongside requires a subframe arrangement to compensate for the fact that the engine and transmission unit is mounted below, attached at “X�. The power unit does not have sufficient strength to accept the loads associated with connecting a sidecar.
Fig 1.
Classic full cradle Norton featherbed frame Accepts conventional fittings
BMW K series frame requires a sub frame to provide a full loop underneath the power unit
Sometimes a subframe may be attached along one side of the motorcycle frame to spread loads, as well as providing connection points can compensate for perceived weaknesses in the motorcycle frame design. This may be of benefit where, for example, the motorcycle's rear subframe has minimal strength. Modern machines often have minimal rear subframes that are little more than supports for seats and mudguards.
Fig 2. Complete sidecar mount for BMW F650 manufactured by DMC Sidecars USA http://www.dmcsidecars.com/ The standard bike has a minimal frame, so this profesionally produced item can save a lot of time and anguish for the enthusiast preferring a lighter sidecar outfit
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As previously stated, it can be argued that a sidecar can be fitted to any motorcycle, but certainly there are additional issues when the bike frame is constructed of materials other than steel tubes, and/or design influences attachment. Greater care and some technical insight is then required to ensure an outcome is well engineered and safe to operate. Manufacturers are predominantly not enthusiastic about their motorcycles being used for sidecar work, and often state as such. Compared with a few decades ago, sidecars are not a consideration. It could be said that they are no longer viewed as part of motorcycling Whatever the apparent view of motorcycle manufacturers, and general negativity towards sidecars, there are some sidecar hauling favourites amongst the motorcycles of the past 30, or so years. These “favourites� have acquired positive reputations and sufficient followings amongst sidecar enthusiasts to warrant being viewed as proven, reliable choices. Firm favourites have been BMWs from the air cooled twins of the early 1970s, through the sturdy K75/K100s, and latterly the German manufacturer's GS models. BMW's sidecar history in the first half of the 20 th century has created a sidecar mentality amongst enthusiasts that prevailed over the years, even though the factory was less than enthusiastic from the early 1970s on. Regardless, BMW appear to have been quietly happy that their machines have remained a focus for some European sidecar specialist manufacturers and enthusiasts worldwide.
BMW GS Special & EZS Munro sidecar
A more accepting manufacturer has been Moto Guzzi, who for some years have not been as negative towards sidecars being fitted to their traditional machines. Whilst the Italian marque is hardly a big player on the sidecar scene compared with BMW and some Japanese models, lower numbers probably equate to the distinctive nature of Moto Guzzi ownership as a whole. Although hardly a promoter of the sidecar, Moto Guzzi design approach has appealed to many long term sidecar enthusiasts.
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Moto Guzzi California & Watsonian
Since arriving on the scene in the 1970s, Honda's Gold Wing has acquired a significant presence in the sidecar world. It has probably featured as only second to BMW in the range of specialist offerings from Europe's major sidecar manufacturers such as EML and EZS. From the original GL1000, through the GL1100 and GL1200, to the mighty six cylinder GL1500 and GL1800, it has been a machine of choice to provide that third wheeled armchair ride. Some would contend that Honda was aiming at the sidecar market because of the way the Wing goes about its business.
Some suggest the Gold Wing was made for sidecar work. Thanks Mr Honda...........
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An increasingly popular choice in recent years has been the various naked inline fours from Suzuki. The early fours of the late 70s and early 80s appealed to many sidecar guys, and this has continued through the various incarnations of the larger engined Bandits through to the GSX1400. Despite the lack of shaft drive, other than the much loved, now departed 850 and 1100s, the big Suzukis have become big favourites. They feature highly in Australia where the demands of that particular sidecar community are significant. Having retained much of the classic formula in frame design, plus well proven reliability and performance, the Suzuki is well liked.
Naked 4 cylinder Suzuki & EZS sidecar
So, is there an ideal motorcycle for sidecar duty ? Not really, but there are some regulars that have certainly proved their ability to satisfy many enthusiasts of the third wheel. Increasingly, the aforementioned models, most in various incarnations as designs and technology have developed, have become standards. A good reason for such popularity has been the availability of suitable fittings, sidecar related accessories, and significantly, and an enthusiast knowledge base, which have all ensured that sidecars continue to be fitted to these models. Could we witness some more “standards� in the years to come ? That, of course, is a million dollar question dependent upon so many diverse factors. One thing can be said, the motorcycles mentioned already will continue to offer very suitable options for anyone interested in joining the ranks of sidecar enthusiasts.
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A Personal History – Part 1 or “How does Experience Influence You ?” When did you start motorcycling ? Has it been a continuous aspect of your life, and for how long ? How many motorcycles ? What aspect of motorcycling has featured in your motorcycle experience ? Fifty continuous motorcycling years, with the last 34 years, or so spent riding the third wheel, what influences my overall view of motorcycling ? The motorcycles I started out on are now called classics, although not necessarily of the cream variety, more skimmed milk. Single cylinder British machines from BSA (1960 250cc C15), Royal Enfield (1957 500cc Bullet), and Velocette (1955 350cc MAC), plus a twin cylinder BSA (1955 500cc Shooting Star), all aided my motorcycling apprenticeship, and all pre owned, which sounds more distinctive than simply being second hand.
1960 BSA C15 250cc
That BSA C15 starter machine took 3 years to pay off on hire purchase, £4 per month for 36 months, whilst the others were much cheaper cash buys at £15 (Bullet), £22 (MAC), and £15 (Shooting Star). Short term parent loans, duly paid back over a number of weeks, assisted the ability to pay cash for those latter machines that were bought to keep me mobile, usually after severe mechanical failure on the part of a predecessor.
Wal Philips Fuel Injector (drip feed actually)
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The exception was the C15. Stripping down and rebuilding a perfectly viable motorcycle is nothing new, except my endeavour didn't incorporate anything more dramatic than spray paint cans, gaskets, new fasteners (nuts and bolts), and new engine bearings. Oops, nearly forgot, a Wal Phillips Fuel Injector, which is probably not something I should admit. During the rebuild of the BSA single, limited funds only allowed parts to be purchased over a period. This hardly affected me when travel needs were simplistic during the winter, commuting daily to work from London lodgings, and weekend travel to my home town of Sheffield. An established routine of hitching rides at weekends saved money for a social existence, plus the essential purchases for the rebuild. However, when summer came around, the need to get back on two wheels prevailed, so that's when a Royal Enfield came in, and was put into service with no pretence of customising. It provided some days out during a short holiday period, but on the return to London an over enthusiastic right hand probably brought about its demise. I'd thought the Redditch single to be quite a performer. However, rumblings from the engine on the 160 mile ride back to the big city proved to be failed big ends. The journey was completed, but repair was unaffordable. Inspection also identified the bike was geared for sidecar work, which clarified why the Bullet was quick off the mark. Sadly, this small disaster led to my longest interval not actually riding. Only being able to work on the C15 at weekends was an accepted hindrance. Weekends still involved the ongoing ritual of buying parts for the C15, rebuilding, painting, and polishing. The bike was reassembled in my bedroom, although the engine wasn't put back in the frame until the bike had been wheeled down the stairs and out of the house ! The BSA proved to be reliable and worthy once back on the road following its bedroom rebuild. As ever, youthful desires now tuned to “something better”, so the little BSA was used as a part exchange deposit for a Norton Dominator 500 twin that had been “professionally rebuilt” by a local, big name dealership. The Norton was my first serious purchasing error in life. Graduating from a less street credible 250 to the legendary Dominator blinded any suggestion of a considered purchase. With people to impress, not least a girlfriend, and I guess any other perceived “admirers”, what was there to do ? Goodness, for a teenage rocker, looking cool at the cafe was essential, regardless of the minor detail of what soon proved to be a seriously bad buy. A twisted frame as result of past abuse, and engine issues resulting from a questionable “professional rebuild”. Oh, the folly of youth.
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Despite the financial losses, loss of the part exchanged BSA and payments made, the dodgy dealer was told to remove the Norton as I refused to pay anymore and cut my losses. Repossession has downsides, but the Norton disappearing was actually a relief. A quickly acquired Velocette soon restored my faith in motorcycling as it did sterling service for a year, or so. It even survived an accident, which put me in hospital, and off work with a few broken bones, but continued to do the business until the Velocette leaking primary chaincase curse led to problems I was not inclined to resolve.
Velocette MAC 350 – favourite British bike
At the time it was actually cheaper to buy another alternative, the BSA Shooting Star. A quick “rebuild” to suit my cafe racer tastes saw a return to the streets where the BSA twin provided plenty of enjoyment, albeit with short interuptions for the odd engine stripdown. The BSA “rebuild” involved removing some standard parts for personal interpretations of what made the old timer a little more up to date. Maybe a Honda style rear number plate assembly, including a Stanley electrics light unit, mounted on a fibreglass mudguard were not quite up to full blown customisation options of the time, but I was pleased. All those early machines had weaknesses, some of which were perhaps enhanced by the nature of how a teenage biker goes about his business. Should a mid 1950s twin cylinder motorcycle, conceived back in the 1930s be expected to keep up with the quicker machinery of his buddies ? Maybe not, and regular visits to a local, respected repair shop were testimony to the mechanical frailties. A bag capable of carrying crankcases, crankshaft assemblies, and such, had its own ready spot in the family garage. Even today I reckon I could strip and assemble an old BSA twin without recourse to a workshop manual, that's at least 45 years since last doing it. 22
BSA 500cc Shooting Star
The Shooting Star was followed by what turned out to be the most interesting solo motorcycle project, building a bike from acquired parts, to produce my own take on the “special”. The amalgamation of a Harley side valve engine and a Norton featherbed motorcycle ultimately provided a vehicle that would become significant compared with what went before. It warrants its own story for another time. The experiences with those early motorcycles in the 1960s were similar, all being used as daily transport, plus evening, weekend, and holiday leisure riding. Many miles covered, but also much time spent on servicing and maintenance. A typical week consisted of a few hours, usually on Saturday, spent checking oils, dealing with loose nuts and bolts, cables, and chains. Periodic oil changes and adjustments of valve clearances and carburettors added to the mental list of “things to do” ensuring hoped for trouble free riding. Most of my motorcycling contemporaries of the time, there were many before four wheeled personal transport became the norm, spent time attending to their bikes. Like myself, some were involved in the ongoing saga of ride for a while then confront a mechanical calamity resulting in hopefully just a few days of public transport. Some kept riding, as long as they kept on top of a committed maintenance regime. These guys were noted for specific periods, usually in winter, of chosen down time, enabling thorough checks of the motorcycle, as well as likely enhancement. I consider the positive reputations of many British motorcycles owed more to the fastidious care undertaken by owners rather than any credit due to manufacturers. Of the few I knew that purchased new British bikes, I recall serious deficiencies and disappointed customers. No wonder the British motorcycle industry declined so dramatically, even though many didn't want to accept the stark truth of its inadequacies. To be continued.............. 23
Today's Sidecar outfit is a practical leisure vehicle, which creates interest wherever it goes. It enables you to include the family in the fun motorcycling, short trips or longer holidays while providing: •Extra space •Stability •Greater travelling comfort •Convenience for passengers Children and dogs LOVE sidecars!! Decades of experience riding, selling, manufacturing, and fitting sidecars provides you with a wealth of experience that can help you join the great world of sidecars. Sidestrider supply the famous classic European sidecars from Watsonian Squire and Velorex, as well as Unit leading link fork kits for most model motorcycles. In addition, Sidestrider also offer a bespoke sidecar service. Sometimes there are questions you might have, so I will be happy to personally send reprints of various articles pertaining to your specific questions or just "interesting stuff" regarding sidecars. So, if you reside in the USA, and are interested, please get in touch; Call Doug Bingham on 818 780 5542 or Email via our website; http://www.sidestrider.com/
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Parasitic Battery Drain Recently we have been hit by a double dose of “parasitic battery drain”. Sadly, this condition is not treatable by the UK National Health Service, or by even more profit conscious private medical companies. So, once again advice and assistance from generally unknown folk, via phone, but predominantly by the vehicle of the internet, specifically forums, and YouTube. The problem first emerged with the relatively dormant BMW K outfit, somewhat standing idle since the arrival of our new baby, the Vmax rig. Still, with a well less than 12 month old battery, plus no previous issues of significant loss of battery power over extended periods, the battery was initially suspected. Past experience with a noted “super” battery suggested even new batteries cannot always be trusted. It's important to stress that for some time warnings have been heeded regarding so called intelligent battery chargers. Evidence now suggests that leaving such a charger unit connected permanently, something that had been a routine for ourselves and many others, is no longer advisable. This change of heart stems from changes in battery design, plus the possibility of actually shortening battery life. Now the Optimate is only connected, if an outfit has been stood, just a few days before a ride. Until recently this strategy has proved satisfactory.
Optimate 3 - “Intelligent” battery charger ?
The recommended strategy was to fully charge the battery, then disconnect from the bike to eliminate any source of battery loss. A usual suspect, even if only minimally draining the battery is the digital clock. There are believed to be no other possible drains with the standard electrics, at least according to advice received. However, we have additional accessory connectors, additions, changes of equipment such as lights, sidecar electrics, and a towing connection. Following charging the battery, two weeks of voltmeter testing revealed the battery to be apparently healthy. Previously, there had been a serious voltage drop over just three, or four days, sufficient to prevent the usual efficient push button starting. 25
BMW K1 Wiring Diagram
Over the years a number of electrical changes have been made, if I'm being honest, without consideration of the whole electrical set up. Each change has been made with the proverbial blinkers on. Switches, relays, LED light conversions, a more effective horn, and accessory connections in the sidecar, have all revised the electrical picture with no problems until the recent, very noticeable battery drain. There had been no battery problem as each electrical change was made, so two considerations remain. One, the last significant change, replacement of the standard, feeble twin horns, with a small, more effective air horn. The other possibility being a consequential effect of having numerous additional wires and connections. Not being an electrical expert, I have considered that I might well have created the problem with my amateur, well meaning methods. Let's face it, the complexities of what can be described as modern electrics, even on a 1989 model BMW, are challenging for someone challenged by a Lucas alternator on a 1960 BSA ! Bike forums provided methods to identify possible culprits. Additionally, I have recognised the necessity to address my wiring with a more logical approach. This is seen as something to deal with whilst resolving the battery drain situation. For starters making my “new “ wiring clear to ease installation, and to simplify any future issues. Instead of a few off the shelf wiring colours, I will use BMW wiring colours courtesy of a friend's donation of a complete, redundant BMW wiring harness. 26
Also, so that connections can be hopefully much more reliable, I have invested in a suitable heat gun and heat shrink tubing, which should improve matters compared with what currently graces the underside of the bike seat. Interestingly, the Vmax is also losing battery power as it stands, not as significantly as the K, but still notable. The link could be the fitting of an identical air horn to replace the Yamaha's very feeble excuse for “an audible warning device”. So, whilst dealing with the BMW, the other outfit is being considered. However, the Vmax problem could possibly be a possible, original 5 year old battery. We will have to see.
Air horn – Is this the culprit ?
Finally, an additional amendment is now being seriously considered for both outfits, specifically the fitting of a battery connection switch. Some years back, when visiting Scandanavia, it was noted that many sidecar enthusiasts there fitted switches to isolate the battery when their vehicles were idle. The philosophy related to the potential down time, usually due to being off road during predictably harsh winters. It was also considered sensible by those who still kept riding through the winter as they had a lot of heated items – handlebars, footrests, visors, blowers, etc.
Battery switch
Having two outfits does potentially mean extended “down times”, the BMW is year round, whilst the Yamaha is really preferred for warmer periods. The simple expedient of “turning the battery off” seems a good idea. The method is reliably used by boat enthusiasts and in various asoects of motor sport. All is now in place, it's just requires the work to be done. A report in due course on how things turn out. 27
Sidecar Smile 5 April Fools Day, certainly in the UK, provides an opportunity to have a laugh at someone else's expense, although there is a tendency to convince yourself that you can never get caught out. As kids at school we've probably all been caught out sometime, possibly fooled others, or more than likely strongly denied being a victim. For those unfamiliar with this particular scenario, the ploy is to present a story, or maybe an account of some event, to presumed unsuspecting “victims”. It may be that the tale is quite involved and as such attempts to draw people into believing something, however strange, or bizarre, is actually real. However, there is a punch line that ultimately reveals that the whole story, or account, is a hoax. Sometimes people can be convinced that what they have been told, or even witnessed, is true. In the adult world, April Fools jokes are a traditional game for the media to play. Newspapers, television, and radio stations try on their own brand of mischief. A BBC Panorama programme was quite successful back in the more innocent 1950s. A tale of problems with the Italian spaghetti crop caught quite a few viewers out, and became one of the more famous April 1st spoofs. Back in the early 1980s, I wrote a piece for the Federation of Sidecar Clubs' Outlook magazine's April issue. This was presented as a review of a non existent book, "The History of the Sidecar". Everything about it was spurious from the name of the author to its content, but was presented absolutely seriously. Extracts were quoted such as Royal Enfield had a link with Tudor King Henry VIII. The Royal bit was mentioned as self explanatory, whilst the Enfield derived from the fact that the English king used said vehicle to check out his chickens, i.e. “hen field”. The sidecar limk was that Henry could take a wife along without the pain of having to listen to their chatter.
Did Henry VIII ride sidecars ?
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A few other crazy notions were included, which apparently entertained a few. However, things became a little more serious when there were reports of people enquiring after said book at libraries around the country. The then sidecar community's grand dame, tireless sidecar enthusiast, and good friend, Pam Quick was a professional librarian. Known for her sidecar connections within the library world, Pam began to receive enquiries from work colleagues around the country about this “noted” book. The lady's dry humoured flavoured diplomacy prevailed as she broke the news to other librarians that actually there was no such book, never had been. It did make many of us smile. Then there was my own particular experience of receiving an evening phone call whilst on duty in my then job as a resident teacher in a special school. It was some months after the item had originally appeared when the call came in on the school's public phone and was answered by one of the children. I bet communicating with a willing, friendly, juvenile was in itself something strange for the caller before he even spoke to me. I never discovered how he had obtained my number, don't actually believe I asked, but I do recall him saying that I had taken some tracking down. I later suspected that whoever did point him in my direction was happy to maintain the joke. However, our enquirer was seeking details of how he could obtain a copy of "the History of the Sidecar", and was more than prepared to pay extra if necessary to secure. I paused for a few seconds wondering whether to perpetuate the joke, but then thought it was time to come clean. So, I asked him if he had the relevant Outlook magazine to hand. He had, so I carefully asked him to look at the bit about Henry VIII and read it to me. As he did so, I sensed something must have clicked, maybe the realisation that at that time in man's history, motorcycles were some still way off in the historical evolution of transport, or possibly the “(H)Enfield connection with chickens. There was silence as I asked him to check the April date and consider its timely relevance. For the record, we ended the conversation amicably. I often wondered who the guy was, and how he might have explained his search to anyone close to him. Maybe he's out there right now, reading this. On the other hand, it could well be someone I have come across since, who knows. Maybe there is someone out there patiently waiting for the opportunity to gain some sort of revenge. In more recent times, the advent of the internet, and global phenomena such as “YouTube”, items which at one time would have been confined to April Fools' Day, can now be presented at any time. In some cases, and perhaps unfortunately, these modern approaches to fooling people are not always about raising a smile, more about insults and denigration. Times have surely changed, and not for the better. However, thanks for what is offered by being involved with sidecars ! 29