The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On LineAvailable Bi-Monthly Issue 9 – February 2014

Ural 750 outfit at a Barton Bike NightWet then and recently very, very wetfor a very, very long time in the UK

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

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http://scotiasidecars.com/index

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Contents this Issue

Editorial – What is a sidecar ? Does the world understand ?

SideLines – Motorcycle Health & Well Being

Oscar's Odyssey – One Hell of a Ride – A desire for a memorable solo ride turns into just that, in more ways than one

Rigged 4 Life – A venture in South Africa making a very new sidecar for BMW GS models

A Personal History – Part 2 – More experiences that have influenced a personal approach to motorcycling

The Ural Strikes Back – Further Consideration of the World's ready made sidecar outfit

The Jeremy Vine Radio Show & Sidecars – An ill informed and dubious exercise in considering sidecars ?

Sidecar Smiles 6 - Sometimes sidecar folk can have a laugh at other people's expense

DisclaimerThe 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.

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Editorial

When personal curiosity kicks in about how the sidecar world is turning, usually every day, I browse the internet. The usual suspects sit in my list of favourites, notably theAdventure Rider “Hacks” section. Intriguing build projects and memorable ride accounts are followed closely, whilst some items point in a new direction. Admiration of the efforts and skills of others provides some pleasant interludes, including makingthe odd contribution myself.

Another habit is browsing in Google Images where I regularly discover some gems. Sidecar images can be simply enjoyed, or sometimes inspire. A few ideas have emerged, not only for club room chat, but also for writing about. Some have even led to considering, even making alterations to our own outfits. I don't go for everything the internet offers, particularly the well known social media claptrap, but from a personal perspective I still reckon the internet to be worthwhile.

A sidecar is described and identified in various ways. An online dictionary comes up with a few options. Firstly, “A one-wheeled car for a single passenger, attached to the side of a motorcycle.” Then the slightly less specific “ a small car attached on oneside to a motorcycle, usually for one passenger, the other side being supported by a single wheel”. Finally, perhaps the more vague, “conveyance consisting of a small carrier attached to the side of a motorcycle”.

Another source is perhaps more accurate, “a small car attached on one side to a motorcycle and supported on the other side by a wheel of its own, used for a passenger, parcels, etc.”. This and others convey a simplistic impression of a sidecar, but require explanation, plus graphic illustration. Certainly, in the 21st century, rarity suggests most ordinary people would not be too clear what a sidecar looks like other than in a fictitous scenario such as a film, or television production.

So, where is this leading ? Detail later in this issue, but I was recently alerted that BBC Radio 2 was to do a sidecar feature. The alert suggested the national broadcaster might get in touch to contribute. For my sins, I have some experience of being involved with the media, most in areas outside the sidecar passion.

Just in case, I made a few notes, though unaware of the emphasis of the radio show'ssidecar feature. I did discover that “Jeremy Vine and guests discuss the news headlines and talk to the people making them”. I ultimately didn't contribute, but the sidecar guys contacted did a good job. However, the episode was poor and left bad feelings in the UK sidecar community.

More than anything it confirmed how little people in influential positions know and maybe highlights the sidecar community has to take the initiative to broadly raise awareness rather than depend upon the pitiful involvement of others.

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SideLines

Motorcycles, Health & Well Being

Motorcycling is dangerous. Any objective assessment of the risks involved with this particular mode of transport will illustrate this. However, the degree of danger is relative when compared with other aspects of everyday life. Travelling on public roads in the UK, and elsewhere is a risky business made all the more so by some factors beyond the control of the individual vehicle operator, passengers, or even those walking alongside vehicular traffic.

Public roads elsewhere on the planet are not directly comparable with the UK. Road and vehicle conditions, degrees of congestion, climate, regulations, and predominantly driver and rider attitudes are key factors. Any number of these factors will all be relevant to levels of potential danger. Another factor is local culture, but there are common issues that influence risk. A modern day contributor to risk is the mobile, or cell phone.

This “essential” aspect of modern life, once a simple voice communicator that distracted drivers, now has even more “bullets” in its lethal arsenal. Texting, email, internet browsing, and watching movies are now openly utilised with feint regard for the lives of others, let alone their own. Still, technology will come to the rescue with driverless cars !

To be fair though, the currently being developed Samsung smartphone app that claims to control user activity when a vehicle exceeds 12 miles per hour might be an answer. On the other hand, so called hands free devices haven't really caught on, probably because drivers wish the world to see that they are “busy” with their most recent, trendy example of digital technology.

Cultural influences on road safety are interesting. Riding in various countries over theyears indicates variable attitudes towards respecting others. Sadly, the UK doesn't shine too brightly when it comes to obeying speed limits, notably in residential areas. In stark contrast to much of Germany and the USA. Of course, some countries have bad reputations, but perhaps these are not as pronounced as often depicted.

An intriguing example of local culture at work. A friend had a simple fall from a solo motorcycle in India some years back with initially no more than hurt pride, that is until the truck running over her caused life changing injuries. That the truck failed tostop was soon explained to accompanying motorcyclists, including the lady's husband. Apparently, if the truck had stopped, locals would have probably dragged the driver from his cab and killed him. A straight forward case of “local culture” at work ?

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SideLines

This was an extreme case. For the record, the lady in question remains a dedicated, enthusiastic motorcyclist, soon accompanying her husband on some formidable sidecarjourneys then, 9 years and a few days after that near fatal incident, took to the roadagain, but once again holding the handelbars.

So, motorcycle riding is to some degree dangerous, and failure to appreciate this can actually be a key factor in not staying healthy. Now, there's a word, “healthy”. Well, to be informed whilst browsing the internet on something else that there are “5 Ways Motorcycles Benefit Your Health” by a source outside the usual media outlets, i.e. motorcycle biased, it was quite reassuring, even if nothing was being said that came as a surprise.

The YourWellness website (www.yourwellness.com) recently featured an article highlighting the following;

• Motorcycle Riding Provides Mental Stimulation

• Motorcycle Riding Provides Exercise Benefits

• Motorcycle Riding Provides Social Interactions

• Motorcycle Riding Relieves Stress and Depression

• Motorcycle Riding Requires that You Take Care of Your Safety

Although the feature is about motorcycling per se, all the justifications equally apply to those of us with the additional wheel alongside. We probably score highly with the “Exercise Benefits”, such as when hauling a loaded outfit backwards because you tooka wrong turn !

Clearly, as in most aspects of life, it can be argued that you have to work hard at remaining healthy. Too often, those outside motorcycling prefer to present the view that the activity is bad for you, citing risk and dangers. Their fringe knowledge, beingon the outside looking in, prevents them from ever understanding the positives.

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One Hell of a RideAs the year 1999 drew to a close, I got to thinking that over the years I had not done much other than ride my sidecar rig and also my solo mount to various places around the U.K. Now there’s nothing wrong with that, lots of folk still haven’t got much further than the nearest seaside resort to their hometown, mostly by courtesy of the local “Working Men’s Club”. I also enjoyed these trips as a child. The thing was, I was getting a little older, in two years I would be 60 years old, and I hadn’t, in my mind, done anything meaningful.

Norway - the E6 highway goes north

For quite a time now, I had a yen to do a ride to the “North Cape” of Norway. I started to make plans for the trip. No sooner had I mentioned this to my family than objections flewthick and fast. The main one being that how could I be so irresponsible to want to do this ride on my own. All the friends I had sounded out as to doing the trip didn’t really fancy heading off into the freezing North. I had no qualms about travelling on my lonesome, in fact I really wanted to do the trip this way. Things started to get a bit heavy at home regarding this, then I had a brainwave.

A couple of years earlier, I had read an article in the “Motorcycle Sport” magazine in the letters page. A guy by the name of Brian Richardson had been asking for someone to accompany him on a ride to the “Arctic Circle”. I decided to give him a ring to enquire as to whether he had yet done the trip. On the third ring he answered, “Brian here”. I asked him if he had in fact done the trip and he said no. The guy that was going to go with him had backed out at the last moment and he hadn’t got round to doing anything about it, but he was still keen on the idea.

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We arranged to meet at a “Little Chef” restaurant on the A38 between Derby and Birmingham where Brian lived at that time. We chatted at great length, getting to know each other, and if we could ride together for up to two weeks. Brian wasn’t too keen to do the camping bit, but said that if push came to shove he would. Other than this we seemed to have plenty in common, so the ride was on. The ride was planned for sometime in June, which meant that we would get to the “North Cape” for the Summer Solstice.

Brian turned up at my home on his Honda Africa Twin. Brian being well over six foot tall, the Honda was well suited to him. I would be riding my Honda NTV 650. From Sheffield werode up to Newcastle for the boat trip over the North Sea to Bergen. The sea trip was uneventful, for which I was grateful, as I am not a good seadog. Some other motorcyclists on the boat included an American who was just bumming around Europe. He was on a brand new Triumph. There was also a young couple on a BMW and they were riding up to the “Cape”. His wife was to be dropped off at the “Lafoten Islands”, if she got saddle sore. Our paths crossed on a couple of occasions during the trip.

After disembarking at Bergen, we set our sights on a northerly heading. Our first stop wasto be at a youth hostel at a place called “Forde” This was 115 miles from Bergen. This placewas a kind of Youth Hostel with private rooms. This was OK for the first night I thought. The next morning I realised why Brian was not keen on camping.

Evidently, years earlier, Brian, when doing a spell of coach driving and was involved in a badaccident. He was thrown through the windscreen of the coach and received multiple injuries to his face. Consequently, in Brian’s words, “ It takes quite a while in the morning for me to put on my face.” So, unless it was forced on us we decided it was best for us to use hostels and the numerous “Huttes” that were situated all along our route.

One of the numerous “Huttes”

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This morning's ride was to Trondheim a distance of 370 miles. It started off wet and drizzling, but by 11.00 brightened up to be a lovely day. We rode over mountains, through long dark tunnels, and beside raging torrents. Our destination at Trondheim was the Youth Hostel. In the process of trying to find the place, we took a wrong turn on a housing estate. A resident in the process of washing his car, told us that we needed to take the next road along.

While attempting to turn my bike around, the bike stalled. Having all my camping gear on board, the bike was a little top heavy. It started to fall over on to the left side. Rather than just let the bike go, I attempted to lower it to the ground as much as I could. Big mistake!! My left foot got caught up behind the centre stand lever, and as the bike fell over it forced my foot up against my shin. I was in agony.

Brian and the guy lifted the bike off me, allowing me to drag myself over to the edge of the road, whereupon I passed out with the pain. I recovered a few minutes later, but was deadly sick. I got back on board my bike and rode the ¼ mile to the hostel.

The next morning, after a sleepless night. I once again inspected my damaged foot. It had all the colours of the rainbow, as well as being badly swelled. Would my riding boot go back on ? If it wouldn’t the trip was over. I asked Brian to count to three. On two, I heaved on my boot. The sweat poured out of me, but the boot was on. So we could carry on. Why carry on with an injured foot ? The reason was that I had made the ride a Charity Run. I had been canvassing for donors for a few weeks and I didn’t want to let anyone down, especially myself.

Injured foot, 2 days after the accident

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I was doing the ride for P.A.C.T this is an independent charity attached to the Sheffield Childrens Hospital. The charity gives support to parents of children that suffer from tumours and leukaemia, so you see, the ride had to carry on. I could ride OK by hooking thelever up with my heel for upward changes, and just pressing down for downward changes.

After leaving Trondheim, we made a detour to visit “Hell” This is a small town with a railway station, so it is on the map. Here I had another mishap. I realised that I now couldn’t get my foot down very quick when stopping. I took a tumble on some loose earth asI went to park the bike. This time I baled out and let the bike go. A smashed screen was the damage this time. Talk about riding through “Hell” I really was .

After this Hellish experience, we had a great days ride. This took us through some farming countryside, which soon changed to alpine scenery, snowy topped mountains with pine trees all around. Eventually we came to a small place called Elvetun. Here, according tomy diary, we rented a log cabin for 250 Krona. Supply your own bedding & cooking utensils. Rather steep, I thought. For supper, we had stew & spuds, with semolina for afters. Well satisfying.

We awoke at 7.00 after a good nights sleep, thanks to a good dose of pain killers. The sun was up and feeling hot. In fact the sun had been up all night long. Our strategy now was to get on the road as soon as possible, get over 100 miles under our wheels then stop for food, a system that seemed to be working well.

Later that afternoon, we arrived at the “Arctic Circle” This was just 10 miles short of 1000 miles since leaving home. Here we spent a few hours chatting to other “Overlanders” doing the same trip as us. We also spent a small fortune on souvenirs. We met up with the couple on the BMW. It seemed they were following the same route as we were.

Further north, we pulled into a secluded lay-by to make a brew (tea for the uninitiated). Soon after a Land Rover pulled in, out gets a guy loaded down with camera equipment. His partner is a stunning blonde, very photogenic. Was this a photoshoot for “Playboy” magazine, or the Nordic equivalent ? We hung around a while like a pair of vultures, but wewere disappointed. They were only at this spot to take pictures of the local flora.

That evening we stopped off at a camp site near Rognan, here we rented a hutte for 295 Krona (about £17.50) We celebrated the crossing of the “Arctic Circle” by treating ourselves to a reindeer meal. While in the Restaurant, a local man told us about the war in this area. There is a war cemetery here with 40 graves of British soldiers, looked after bythe people.

TO BE CONTINUED

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Rigged 4 Life & A New Sidecar

I frequently browse the internet checking out sidecar stuff, often finding the familiar, usually images. Written items result from more detailed searches. Sometimes I stumble across things that justify closer attention. Such a Google search initially led to an image of a sidecar outfit, which justified a closer look at a South African venture named “Rigged 4 Life.”

So, a previously unseen image of a sidecar outfit took me to a website, a social media page, then email contact with an enthusiast involved with an interesting project. As this little exercise in on line publication operates solely on a budget of time rather than pounds sterling, there are no avaailable expenses to fly south to check things out face to face. Equally, “Rigged 4 Life” doesn't have a mega company budget to provide a flight to southern Africa. However, this doesn't prevent presenting “Rigged4 Life” to other enthusiasts, so read on.

The initial background is summed up on Keith's website;

The Open Road

“Quite simply, I love my dog, I love riding with my girlfriend, I have a passion for big dualsport bikes, I love adventure, camping, nature and wide open spaces, I enjoy beingdifferent and trying new things and I love sharing all of this with like minded people, most of all though... when I am alone with my thoughts in my helmet, hurtling around abend on a dirt road in the middle of nowhere with Sylvia behind me and Tau leaning into the wind by my side, I love hearing the young boy I was full of dreams and aspirations for the future, cheering me on.

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Doing what I'm doing now, designing, building and riding sidecars in southern Africa, simply encapsulates so much of what I love doing, it's as simple as that. Nothing else I've ever done in my life comes close to creating as many smiles along the way while similtaneously fueling me with pure pleasure, as riding 3 up with a powerful dualsport sidecar rig on the backroads of SA... and I say this having been an overland safari guide for 18 years.”

Maybe could be viewed by some as a sentimental philosophy , but surely something to which many sidecar practitioners can relate. A visit to http://www.rigged4life.com/ isinteresting, and indicates a passion and enthusiasm that, whilst not unique, shows Keith is well into sidecars.

Keith, Tau & BMW Heeler rig

Keith's “Smiling in the Wind” blog, http://www.smilinginthewind.com/ features rides with girlfriend Sylvia, Tau his German shepherd, on a BMW GS Heeler sidecar outfit. A well documented and ilustrated venture. Their ride was a newly assembled, personally modified Dutch Heeler kit. The ride proved a revelation and “sold” Keith onsidecars.

It's worth pointing out that Keith's website, http://www.rigged4life.com/ features some good video sequences that help appreciation of his trips, the sidecar outfits, as well as displaying the beauty of South Africa from a rider viewpoint. Pleasant images and equally pleasant musical soundtracks.

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Keith's BMW GS1150 Heeler outfit

Worthwhile hinged canopy modification

After some months of providing transport as Keith still pursued his long time career as a safari guide in South Africa, the reliable GS Heeler rig, nicknamed Rafiki was sold, replaced by a newer BMW 1200 GS Adventure. This bike was destined to be attached to Keith's own prototype dualsport/ adventure sidecar, although the departed GS was not viewed as deficient hauling a loaded sidecar around.

Keith acknowledges he is no engineer, nor welder, but a safari guide. His motivation for taking his prototype to production was the lack of a South African produced sidecar, plus import costs. From the initial use of hardware store materials to produce body templates, Keith used a local boat builder to create the aluminium body.

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R4L sidecar plus 1200 GS Adventure

Chassis and fittings resulted from working again with a local engineering company. Test rides and design changes led to a pleasing end result. Suspension is courtesy of a4 x 4 unit. Regardless of his confessed lack of skills, Keith has successfully used localbusinesses to produce his own particular take on the adventure sidecar theme.

The standard R4L sidecar has;

• All mounts and fittings for BMW 1200 GS and GS Adventure (2006 to 2012)• Complete chassis with floating suspension and rubber suspension body mounts• Adjustable Camel shock• 15"' wheel rim and tyre• 3mm Tig welded aluminium sidecar body• 4m polycarbonate windscreen• Comfortable 3" thick cusioned seat• Waterproof & durable PVC boot cover• Indicators and led tail light• Step-up footplate• Electrical wiring harness

Options and Accessories;

• Colour coded spraypainting (2 colour)• Fitting in our factory based in Knysna• Bullbar ( your colour)• Lockable rear luggage rack/table combo (your colour)• 10 litre water container with tap and mounting bracket• Drivelight/spotlight set• Sidecar tonneau cover

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• Rubberised floor mat• 15" tyre/rim, plus adaptor to fit to the rear of the GS bike

Five R4L sidecars have already been sold within weeks of it being offered to the market, which is encouraging for Keith, his locally based engineering partners. It is hoped that the “Rigged 4 Life” project also provides something positive for the sidecar scene in South Africa, and who knows, beyond. The R4L sidecar is mounted appropriate for the UK, Australia, and other countries where the rule of the road is to ride on the left.

An interesting observation is that by using established craftsmen and engineers Keithhas succeeded in producing a sidecar despite his own acknowledged lack of skills. Someone with insight into the needs and requirements of a sidecar rider has come together with people who provide the necessary skills to produce a sidecar, a formula that has created many successful sidecar designs over past decades.

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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 5542or

Email via our website; http://www.sidestrider.com/

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A Personal History – Part 2or “Harley ? - Yes, had one, sort of !”

For sure this early period of my motorcycling life was very much a learning period. Learning in so much as actual riding, but also the hands on experience of repair and maintenance, which added to my own knowledge and some useful skills.

Although technology has moved on, appreciation of how several component parts function helps me maintain my involvement. Being able to perform some repairs, maintenance, and servicing keeps costs under control, and has effectively ensured a near lifetime of motorcycling, useful when finances are tight. When it's necessary to seek out specialist knowledge, advice, and services, speaking the same language helps. The thought of being totally dependent upon dealers and suppliers leaves me cold.

In respect of being involved with sidecars, the whole story has been about a mixture of self dependency, plus an acquired knowledge of where assistance can be obtained. As situations have arisen that I have been uncertain about, or even found somewhat mysterious, I have been happy to seek the wisdom of others, and appreciative of contact, which has predominantly cultivated new friendships. This remains to this day, although it helps to at least have the insight gained so far, all starting back in early 1963 when I first rode from a car dealership on that 1960 model BSA C15.

As recounted previously (Sidecars On Line December 2013), I moved through a few motorcycles after the initial foray with the BSA C15. Each gave me more insight into what motorcycling was all about, and perhaps, thanks to each successive models' quirks and deficiencies, some knowledge of keeping bikes on the road. Preventative maintenance was the watchword, although didn't eliminate the odd calamity. At the time mechanical problems were hardly seen as severe, simply something to face. In now suspect that operating on a budget bred acceptance of the problems, something that would be useful when dealing with the “character” of later machinery.

Probably the most significant next step in my solo motorcycling adventure was my owntake on the “special”. A friend had a Norton Dominator twin, on which he had an “incident”. The featherbed frame had taken a hit, justifying a complete dismantle, then he started a rebuild with the frame professionally straightened. At this point his mother had stepped in, fearing the next mishap could be serious, and bought him acar. I bought the complete Norton in bits for a good price.

Circumstances then took over in somewhat rapid succession. I initially speculated on replacing the Norton engine with a Triumph to create the predominant “special” of the time, a Triton. This route was soon encouraged by another friend in need of the Norton motor, making a quick impact on correcting the initial outlay.

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Then the strangest turn of events. During a discussion, another acquaintance said he knew someone with an old Harley Davidson 750 cc engine, purchased with a plan to putit in a Norton frame, but later abandoned. Would I be interested ?

The notion of mating up an old side valve WLA Harley engine with iconic British cycle parts might have been easily dismissed. The truth was that at the time I was something of a fan of the famed American Harley race team, notably a racer called Cal Rayborn. I knew somwething about the orange and black race bikes through the pages of “Cycle”, the US bike magazine (still have every copy from June 1967 up to its demise). The proposal was viewed favourably.

Not quite ours (photo missing), but like this.......

Within weeks I had engine, gearbox and Tillotson carburettor for the princely sum of£4.50 ((£4.10 shillings as was). Once I had embarked on the actual building of my Anglo American “special”, a friend of the guy I had purchased the Harley engine fromoffered another engine, this with one cylinder head missing. His enthusiasm for my project resulted in no money changing hands, simply buying him a beer.

I also recall some satisfaction selling the unused Harley gearbox and Tillotson carburettor to a guy living in Grimsby for the princely sum of £5. A good return it could be said, and effectively cancelled out the cost of the Harley part of the deal. After the financial return when selling the original Norton engine, outlay on various items that were required was seriously offset. I was smiling because these unpredictable , yet favourable events seriously shortened the build time to about 6 weeks if memory serves me right.

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Creating the Harley Norton proved to be quick and relatively easy. Compromise and cost were influential factors with most fabrication personally undertaken by myself, and the assembly totally. I was fortunate to have workplace facilities for machining and fabrication. Evenings and weekends were devoted to painting, polishing (not much of that to be honest), and assembly. Commuters on our local bus service got used to me transporting all manner of parts to and from work, including two wheels. In the morning no tyres and on the evening return fitted with two brand new Dunlop tyres.

The Norton gearbox and clutch were used. Key parts of the undertaking were;

• Norton engine plates adapted to accept fabricated “U” shape mounts for Harley's traditional platform mounting system.

• Amal concentric carburettor, plus machined aluminium manifold adaptor.• Norton head brace modified to suit Harley vee twin cyclinder head

configuration.• Exhaust fabricated from recycled exhausts and flexible exhaust connections.• Splined spacer for Norton gearbox mainshaft to align Norton clutch with

engine sprocket. This meant no changes in the secondary drive area.• Harley engine sprocket modified by sprocket specialist Roger Maughling, who

machined off original duplex teeth and brazed on single teeth ring to suit Norton primary drive.

• Originally supplied fibreglass combined petrol/ oil tank used suitably painted orange ! Ultimately rejected for standard Norton fuel tank and separate oil tank modified to clear rear cylinder head.

• Simple aluminium (aluminum in the US colonies) shield over the top run of the primary chain for the sake of minimal recognition of Construction and Use regulations. Later, superceded by modified Matchless twin primary chaincase cover.

Harley 6 volt electrics proved exceptional. Increase output by the simple expedient of adjusting a moving brush on the dynamo provided a remarkably acceptable headlight, better than any I had experienced to date. How this worked was a mystery, but I never felt that the 6 volt system was a weakness.

The only Harley parts purchase was for a set of dynamo brushes from Fred Warr, long time London based Harley dealer before lifestyle became a key factor of Harley ownership. It was 1969, and lifestyle as a religion had yet to hit the big time.

A new Amal concentric carburettor featured to replace the puzzling Tillotson. A self made manifold adaptor machined from solid didn't function correctly at the outset due to heat transfer. This was cured when after I made a suitable insulated gasket, something I should have considered at the outset.

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Ultimately onlookers were intrigued, not so much by presentation, but the concept. The outcome might not have been concours, but it was functional, even if in the early months of use the clutch was prone to come off due to my omission of the large spring washer that prevents the inevitable loss of drive when the clutch falls off.

My feeble excuse for a repeated problem was that the necessary washer wasn't there at the outset, so I didn't miss it. We covered manymiles before the penny dropped. My better half still recounts the tale of having to retrieve the wayward clutch, or finding a miniscule woodruff key from a gravel strewn road. She was, and still is a gem when it comes to dealing with my shortcomings.

A significant aspect was fitting premier performing tyres, Dunlop TT100s, also known as K81s. My “special” featured a pair of what were rarely seen on road bikes, so it possibly suggested that the bike was more capable than was the case. On the other hand, others might have felt, “Who is this guy fooling ?”. As it was I was always confident on the bike regardless of road and weather conditions, one, or two up.

The Harley Norton was daily transport and was enjoyed at a couple of Isle of Man TTs, as well as on a lengthy solo trip through Europe taking in Belgium, Luxembourg, France, Switzerland, Italy, and the then West Germany. Flatlands, mountains, back roads, major highways, towns and cities, all taken in its stride.

Problems of note on the European trip were the clutch issue causing only one brief delay; an overstretched rear chain cured by replacement with a carried spare; and a broken wire in the lighting circuit on the return trip through Belgium. The latter “solved” on an unlit highway by pursuing vehicles that illuminated the road ahead until discretion dictated otherwise. The last miles to the Belgian ferry port were spent behind a steadily driven, well lit English bus heading the same way.

The bike went through several changes, mainly paint schemes courtesy of spray cans. After five years use, the Harley Norton saw its time out with us attached to an old, somewhat scarred Steib sidecar. Eventually, our “special” was stripped and initially was to be restored with serious intent – professionally painted frame and such like.

Then, our horizons changed with ideas about having a family. That's when we had to dismiss the idea of a Japanese superbike and attention turned to the newly imported Ural motorcyle. Goodness, an economic route to the delights of a BMW ! Hmm.

The Harley Norton was sold to provide funds for the next stage along our particular motorcycling life , a new Russian flat twin attached to an equally new Watsonian Palmasidecar.

….........To Be Continued

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The Ural Strikes Back

In the last issue the Editorial presented a personal prespective on the Russian Ural sidecar outfit. It did acknowledge the Ural has a valuable place in sidecarring; “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 restof motorcycling and those poor unfortunates outside motorcycling society need to understand there's some exciting and different stuff out there.”

The fact is that in the favourable motorcycle and mainstream publicity the Ural receives results from positive moves by those selling the vehicle from Irbit in Russia.Of particular note is the Ural team in the USA, certainly a friendly, enthusiastic team, so sales in north America reflect their positive attitude. The Ural marketing strategies possibly highlight shortcomings in other parts of the sidecar industry.

However, the item in the last issue did start out by “acknowledging the risk of severereprimand from some enthusiasts”. This arose from the “vigorous” nature of some Uralistas on various sidecar forums as they defend their particular brand of the sidecar faith. As things turned out, no attacks, threats, or insults, unless of course images of my person have been used to place a curse, of which I am not aware !

A response was forthcoming from Dave Angel, proprietor of F2 Motorcycles, the UK's well established Ural dealer. Dave's communication was to the point and fair comment; “To state that Ural are unlikely to develop technically in the future is simply not true. The future is secured as they have now introduced a number of changes to take them way beyond the latest round of legislation.”

It went on; “The Ural is the ONLY type approved combination with world wide approval. Remember in many countries it is not possible to simply add a sidecar to a solo as the entire vehicle as a whole has to be type approved. Ural have achieved this and no other manufacturer has. So for many people in many countries Ural is the onlyoption.”

An easy observation would be that there are no other specific, widely marketed sidecar combinations, so the Ural's “Only” status is currently guaranteed. My original point about development was based upon the comparison with other manufacturers, some of which reflect the ever burdening requirements of legislation. Prospective andexisting customers can be swayed by change, be it the lack of, or even that changes are unwanted. For example, feedback on forums by some existing owners has been rejection of the replacement of carburettors with fuel injection on 2014 models, something that turned off some Enfield enthusiasts when the Indian manufacturer brought in injection on their models. Issues with fuel injection, rightly or wrongly, centring on the inability to conduct road side repairs as is possible with simpler fuel systems when in remote situations.

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Whilst some Uralistas promote off road, adventure riding as their thing, just like BMW GS types, very few are likely to venture far from being accessible to a rescue service. Mud is, after all, not a prerequisite for smile filled satisfaction.

That Ural outfits satisfy third wheeled enthusiasts where attaching a sidecar to any motorcycle is illlegal, impractical, or simply undesirable, is commendable, and so attractive. This maybe points to the fact that others involved in the sidecar trade are missing an opportunity.

However, a significant aspect of sidecarring is the challenge, intrigue, or what have you in marrying a motorcycle to that third wheel “accessory”. This approach permits the use of a favoured motorcycle make, model, or type, plus a choice of sidecar style to suit particular taste. The “Ural” style sidecar, stemming as it does from a 70 year old design, has its fans, as several lookalikes illustrate, but is not everyone's cup of tea. These are key points when attracting, as well as retaining sidecar riders.

Dave followed up with; “Ural is an export factory, it does not matter at all if they never sell a single unit in Russia. What matters is they pass world wide approval, which allows them to sell in all markets. They have done this.” Dave's comment related to my doubts about the long term prospects for the Irbit factory in the lightof Ural production being predominantly for export. Ultimately, time can only tell on what the future holds.

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I was intrigued by Dave highlighting Ural's export profile, so followed up by looking at the Ural website. Figures courtesy of the excellent www.imz-ural.com website;

1206 motorcycles left the Ural factory in 2013. 1151 were exported. 98% of the production were sidecar bikes, and only 2% solos.604 motorcycles were sold in the USA, the largest market for Ural, followed by Germany, France, Canada and Australia.428 of US sales were 2wd models (Gear-Up, Patrol, Patrol T), with Gear-Ups making up for almost half of the total sales. Ural T was the third most popular model with 77bikes sold in the US in 2013.138 Forest Fog Gear-Ups were sold in the US, the most popular in the US. The next two most popular colors were flat black and Gobi camouflage.99 motorcycles were sold by our largest dealer in the US – Ural of New England.73 Ural motorcycles were sold in California, the largest market for Urals in the US. Other markets in the top five list are Texas (43 units), Florida (39), New York (35) and Washington (29).51 is the average age of Ural customer. 22 is the age of the youngest and 85 the oldest.

Finally, to repeat, nothing against the Ural, quite the opposite. Sometimes wish there were other manufacturers prepared to specifically cater for sidecar enthusiasts in the way that small production sports car producers do for those few with acquired tatses for something different. Happy to see Ural thrive and prove what can be done,but just wish that there was more recognition of the braoder sidecar field.

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The Jeremy Vine Radio Show & Sidecars

A fairly popular daily show on BBC Radio 2, probably the UK's most listened station, could initially appear to be a good opportunity to spread the word about many things, including any acknowledged minority way of life. Certainly, in theory, it should do no harm to highlight the merits of that most off the radar form of personalised transport, the motorcycle and sidecar. Such an opportunity is rare and unlikely to be on offer too many times in any of the general media, unless of course some category “A” celebrity, or UK Royal suddenly decided to get involved.

So, when someone within the BBC decided to have a feature on the radio about sidecars, and hurriedly contacted people within the UK sidecar community for possible involvement, quoting a very imminent date and time of broadcast, it seemed promising. Granted, maybe not much chance to prepare, or consult for those ultimately involved, but an invite, however vague, seemed to be an opportunity.

Perhaps Jeremy Vine's introduction was an indicator with the opening comment, “Is that why we don't see them anymore because they've been ruled unsafe ? Do tell.” Now, as a music track was played, I speculated that perhaps someone, maybe a politically correct road safety type had published a report suggesting that sidecars were unsafe. Despite frequent, avid scanning of the media for sidecar stuff, had I actually missed something ? Listening to the entire broadcast, at the time and again afterwards, revealed no such trigger for the show's general claim to “discuss the news headlines and talk to the people making them.”

So, somewhat irritated at the show opener, I turned up the volume, not wishing to miss anything. An anecdote about a show team member some 20 years earlier riding inthe sidecar of a German outfit with the sidecar on the “wrong side” had Jeremy laughing. Then very predictably, past UK television shows featuring sidecars as comedy vehicles were then incorporated into the script, including playing soundtrack from a particularly old television show (don't ask) and describing a sidecar humourously parting ways from the bike. Yet another comedy ancient show featuring a crash, plus the inevitable Wallace & Gromit, once again bike and sidecar parting company. Nothing against Wallace and his trusty sidekick you understand, they are defacto almost patron saints of sidecarring in some countries.

More serious reference to deaths in recent years related to racetrack incidents was truly unfathomable seeing as the opening brief clearly highlighted road going sidecar outfits. I for one don't consider unfortunate fatalities in Formula One, or during the Le Mans 24 hour race, or indeed American NASCAR racing have much connection with the risk factors of public highways, unless of course they decided to make it really interesting by having competitors travel in both directions !

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Len Tempest ably presented the sidecar cause

Then more relevant discussions with long term, experienced sidecar enthusiast, Len Tempest, and Dave Angel, another avid enthusiast and sidecar dealer, introduced some respectability to the feature. Both did a good job for the sidecar cause.

Dave Angel also made a worthy contribution

It would have been rational to have neared some conclusion at this point, but unfortunately the Jeremy Vine Show doesn't operate like that. Opinionated without substance might best describe it to those lucky enough not to have come across it. Sad to relate, as a UK citizen, who also happens to generally support the BBC as the respected public service broadcaster, I do actually help pay for this through my broadcast licence fee.

However, the show was not over with its ignorant stance towards sidecars. There then followed ill informed comment from people, who really had not got a clue about the contemporary sidecar scene. Anecdotes were from past times with forceful phrases such as “inherently dangerous by design”, this one from some guy who apparently was once a one off passenger for a second hand car salesman relative, whotook him for a ride. Nothing unusual I suppose if you share the view that second handsalesman are adept at taking people for a ride !

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Then, a most unbelievable contribution from a lady, who stated sidecars were “dangerous”, and “always were”. Unbelievable that a professional production team saw fit to include someone recalling a 50 year old incident when she was 18. Her “then boyfriend” at the controls of what was “like a racing sidecar”. A questionable “U turn in the road” was undertaken and “something locked the steering, he'd put drop handlebars on”, “we were left in the middle of the road, couldn't move the bike”. A lorry collided with the bike throwing both into the road with relatively minor injuries.

This bizarre description identified the highly likely impetuous nature of youthful inexperience, and probably a poorly put together sidecar outfit. A retrospective note.The outfit in question, being 50 years ago, might well have been ridden at the time ona provisional, i.e UK learner licence, which at the time had a much exploited loophole. UK learner riders were restricted to nothing larger than feeble 250cc machines, but a quirk in the regulations allowed novice riders to ride any size of bike as long as a sidecar was fitted. Can't do anything approaching that now.

Probably the lady's then boyfriend was a novice, evidenced by a U turn that took them both into the path of an oncoming lorry. Drop handlebars, a popular “racer” lookalike trend, might also something, as those of us who can remember what they didas raw youths, and hopefully got away with it !

This lady's contribution to the radio show became even curiouser when she stated she liked “watching them”, presumably continuing to make inappropriate connections between competition and road usage. Who needs enemies with “friends” like that ?

There were some positives, although some seemed treat with an air of disbelief. The downside tended to be a concentration on negative incidents, predominantly from longago and usually from people with very short term sidecar experience. Where people were more seriously involved the message was positive, but ultimately it wasn't possible to listen without a sense of negative sensationalism. To be fair, being as it was the Jeremy Vine radio show, this came as no surprise.

Media folk, be it front men and women celebrities, or those behind the scenes, are clearly cocooned from the world by schedules and work regimes that keep them distant. Producing a daily show of this nature can't be easy as those involved have to maintain a stream of content within a specific programme philosophy. A retrospectivefeeling is that there may well be other folk less than pleased when their particular passion, or interest is put under an ill informed microscope. The media agenda is never going to be ours, so if the positive sidecar message is to be fairly presented, the sidecar community needs to do the job for itself.

In the end one question remains, what is it that prompted the Jeremy Vine Radio Show to take its own peculiar look at sidecars ?

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Sidecar Smile

Probably, no it's almost a certainty, all you sidecar folk have at some time been confronted with those immortal words, "You don't see many of these anymore", or maybe "My dad used to have one like this", perhaps "Have you seen Wallace & Gromit ?". There are variations, but you know what I mean.

Sidecars are inevitably a talking point amongst the most unlikely people, more so than solo motorcycles. Somehow their rarity and difference prompts communication of some sort. With passing teenagers it's a derisive smile (they know everything remember), and at the other end of the age spectrum, the elderly find sidecars a stimulus for positive contact. Let's face it, whatever your machine, a sidecar outfit will attract attention.

We remember parking up in the car park of a supermarket in France alongside a very expensive Ferrari. Our kids were overwhelmed by the fact that folk were showing serious interest in our wheels rather than the Italian supercar. I'm sure there are others who can recall similar tales.

However, to the point of this particular Sidecar Smile, John Crompton's Cossack outfit. Mancunian Sidecar Club member John has been noted over the years for his interesting vehicles. Outfit wise, a full dress Harley and Regent attracted some interest, although not in its less than attractive fuel consumption, but the star was probably his Cossack outfit. Ever the perfectionist, John made this plain Jane vehiclesomething to admire. This culminated in the insertion of a BMW engine, but the highlight was his "wind up" attachment. Let me explain.

For those not in the know, the Russian Cossack has a frame designed for fitting a sidecar. In fact, it is more of an outfit bike than a solo. Consequently, there are lugs and fittings incorporated into the frame and John used one of these, a redundant oneon the right side, to great effect for no other reason than to create a bit of fun. An acquired turning handle from a lathe was fixed to the vacant sidecar fitting lug. The handle did nothing more than turn, serving no useful purpose. However, it attracted comment and conjecture in ways that gave us many smiles.

At the time club members would gather at rallies and shows promoting itself and sidecars generally. John's outfit was part of the impromptu display, and inevitably some would take a closer look at the Cossack and spot the small wheel handle. After aperiod of trying to see what it did they might be tempted to ask. If they didn't do so, then one of us would casually ask if they had any questions.

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The strategy was to talk about the outfit as a whole, leaving the handle issue to arisefrom the conversation. Some punters would propose what the handle might do, including adjusting suspension, lean out, even raising and lowering wheels to cope with severe off road conditions. Their supposedly expert observation would usually disregard the fact that the small lathe wheel was not connected to anything. It simply turned, although it was as well turned out as the rest of John's tidy looking Russian rig.

The trick for one of us was to find the right moment, usually when our intrigued observers had been seriously "sucked in", to reveal that the wheel was actually a "WIND UP". It was like candid camera, or other television shows that entertain by making people look foolish. Outcomes were all the more amusing if someone in a group had been pontificating to his mates about what the wheel did.

I must say, it has been something of a temptation to re-introduce a "wind up" to revisit those happy times, so watch out.

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