BMF RIDER SPRING 2023

What next for the Sidecar Guys?

Cover Picture: Matt Bishop and Reece Gilkes

– the Sidecar Guys – have plans for 2023, see page 10

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www.britishmotorcyclists.co.uk

ride r

C O N T E N T S

04 News

2022 round up... and optimism for ‘23

05 Lobby Round Up

Emily Rochester – the BMF’s

FUTUR e PR oo F i NG

Dear Fellow Rider reader, I’m writing this in late January, during the longest cold spell we’ve had this winter, with hard frosts every night. To top things off, the boiler’s gone AWOL, with the immaculate timing that machinery has. When you really, really, need it to work properly, it throws a hissy fit. How many times does Zoom or Teams decide it needs to install an update, just as you log in for an important meeting?

Back in the day, that was the moment to spark up a Hamlet (other cheap cigarillos were available, but not with added Bach) and take a philosophical view. These days hardly anybody smokes, so it’s likely to be that good old Brit standby, a strong cuppa. Which is when it suddenly becomes apparent that what’s really needed is a plan B. In the boiler’s case, a couple of numbers on speed dial, for appropriately qualified technicians. Then when it turns out that the guy you really need is on a two-week skiing holiday, a temporary plan C is useful. Like three electric oil radiators, a fan heater and an immersion heater in the hot water cylinder. Along with a Nelsonian eye to the meter, as it heads towards warp factor nine.

So, what’s all that got to do with motorcycles, eh? Breakdowns and how you deal with them, that’s what. Anyone who’s been riding for a while will have known that sinking sensation: stuck at the roadside, with the trusty steed off its feed, or having thrown a shoe. The first inclination for many is to fish out the mobile and call for assistance. At this point, I’m going to make a shameless plug for the BMF’s recommended package, which is not only very reasonable, but as a member you get 10% off (quote.motoringassistance.com/bmf). This is the brainchild of Peter Laidlaw, our Membership Services Director, who wasn’t happy at the way he was left (for hours, in the rain) by another Extremely Well Known recovery organisation, who shall remain nameless, with a dead bike. Even better, he’s had to try out Motoring

Assistance for himself, after a rear tyre blowout – they did what they promised, which makes a nice change. They didn’t know who he was either, so no special treatment.

Then there’s the plan B, which can be a bit daunting. What about if you’re really a long way from home and the locals don’t speak English too well, for example? This might be the moment when having some appropriate kit, and knowing a little bit about how bikes work, might pay off. But let’s not go wild here. When I was a young’un, I thought nothing of whipping the T500 on its side, removing the clutch cover and the clutch spring and bolt that had grenaded during an overly ambitious overtake, which involved dropping down a gear and popping the clutch into the powerband. Which it didn’t like, though I was late for work that day. These days I prepare for likely problems, not self-induced idiocy.

So punctures, cables, levers, plus bodging kit. I’m not talking about high level diagnostics here, or roadside rebuilds. I’m assuming tubeless tires, though if you run tubed, you’re probably wanting all that old-fashioned stuff like levers, spare tube(s) and inflation device. You’ll also need to take the wheel out… Tubeless, get some external emergency plugs in a kit, and an inflator, and read the instructions. I’ve plugged a tyre on my old heap after picking up a nail in Calais, then gone to Italy and finally replaced the tyre, no problem. I’d also recommend one of those canisters with the white, foamy gunge inside – if you’re really stuck, they’re better than a long walk in the rain. Cables – in a perfect world we’d replace them before they break, as they’re usually pretty cheap. It’s nearly always the clutch cable, and if you think you can ride without the clutch, try it. A cable’s much easier. Then there’s spare clutch and brake levers. Brake, you can probably ride ‘around’ the loss in an emergency, but clutch, not so much. So carry a couple,because they weigh nothing and cost little. Bodging kit? Gaffa tape, zip ties, Araldite Rapid (you’d be amazed…), Loctite, RTV mastic, lecky tape and, for some of us, lockwire and pliers.

I was going to say what splendid articles there are in this issue, but I seem to have run out of space…

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N EWS

www.uknmc.org/news/mcia-and-nmc-deliver-key-messagesto-parliament-on-decarbonisation

After working with the Cabinet Office, we published advice on the transportation of motorcycles across the EU and other borders, creating more certainty for the many who transport their bikes in vans or on trailers to and from the EU in particular.

The NMC also played an active part in the safety debate, and with the Land Access and Recreational Association (LARA), built a partnership of over 20 organisations to respond to the Government’s Landscapes Review, which considers motorised access to green roads, among other issues. This has resulted in a new DEFRA group looking at green roads access, which includes both LARA and the NMC.

Classics & Parking

2023: Year of Promise?

Craig Carey-Clinch – Executive Director, National Motorcyclists Council (NMC)

We can be cautiously optimistic about 2023 for motorcycling, and it seems timely to look back at last year as well.

The NMC opened 2022 by launching its policy programme with a parliamentary reception, which included government ministers. Motorcycling and the Future of Transport Policy set out in clear terms the key changes that need to be made to public policy, investing in areas such as safety and infrastructure for riders.

NMC restarted discussions with government on motorcycle training and testing after the summer hiatus and supported motorcycling groups in their contacts with the authorities on theft statistics and about motorcycle crime and theft generally. Work continues as part of NMC and BMF membership of the Motorcycle Crime Reduction Group.

On decarbonisation, the NMC played a strong role in the policy debate alongside the industry, responded fully to the Government’s consultation on the phase-out of new petrol motorcycles and took part in discussions with senior DfT officials. The NMC’s position calls for a multi-technological approach where clean-fuelled ICE motorcycles can continue to play a part in a wider mix of other technologies.

In February this year we took part in a joint briefing event at Parliament for MPs, Peers, officials and many key stakeholders on the decarb issue. The MCIA’s Tony Campbell and I delivered a joint presentation on the key issues, highlighting areas where riders and industry have common positions, as well as our different, but complementary, approaches. This is the first time riders have jointly held an event at Parliament, which sends a powerful message about the cohesion of the entire motorcycling sector on what is the issue of our times. Report available at:

In historic motorcycling, the NMC supported the successful case for no ban on classic and other ICE motorcycles under the Government’s decarbonisation plan and is working on several areas which have an impact on older motorcycles including e-fuels and low emission/congestion zone exemptions. The NMC also put a strong case for motorcycling’s exemption under the proposed expanded ULEZ in London. This work continues, given that London’s Mayor Sadiq Khan has decided to ignore overwhelming public opposition to his plans. Also in London, the NMC and BMF supported the campaign to stop crippling parking charges for motorcycles in Hackney.

Internationally, the NMC became part of a dynamic partnership with the Federation of European Motorcyclists Associations (FEMA) and FIM(E) Fédération Internationale de Motocyclisme, Europe. This opened joint working on various important areas of public policy where international developments have an impact on the UK and other individual nations.

Underpinning these developments is the need to tackle underlying public policy attitudes to motorcycling. NMC members have long felt that proper recognition of the positive role of motorcycling and fair treatment for riders in policy can lead to positive results for safety, mobility, social inclusion, the environment, urban and rural access and the UK’s biking heritage.

Positive Progress

The NMC welcomed the announcement of a new Motorcycle Strategic Focus Group, which will consider a range of government policy issues affecting motorcyclists, including in the context of wider policy. This is the first time since 2002 that such a forum has existed.

That so much was achieved in 2022 gives reason for cautious optimism in 2023. Positive progress on several issues is steadily creating the conditions for the NMC’s core aim of a government policy which properly recognises motorcycling in all its forms.

But this progress is against a backdrop of huge challenges. On decarbonisation, a great deal of work will need to be done to ensure that the Government’s final proposals recognise the needs and wishes of riders. Other issues include the future road safety strategy, the much-needed revision of training and testing, plus parking and other charges. We have also yet to learn the DfT’s intentions with vehicle tampering regulations. Plus there are statutory areas relating to motorcycle sport which need attention, and threats to green roads access.

But overall, engagement with the Government has not been this positive for nearly two decades. So although we have strong challenges ahead – plus issues which have yet to emerge – the conditions have been created for generating a wider understanding of motorcycling among several important levels of government. Converting this engagement into policies that benefit riders in a real-world way is the next stage.

Craig Carey-Clinch

L OBBY N EWS R OUND U P

emily Rochester, BmF Government Relations executive

As you may have seen in the Autumn issue of Motorcycle Rider, I am now the BMF’s fulltime Government Relations Executive. I have been learning a lot from Anna Zee, and we are excited for the year ahead! One topic sure to keep us busy this year (and beyond) is decarbonisation –we are still waiting for a government response following last year’s consultation, to which we responded. At the MCIA conference Jesse Norman, Minister of State for Decarbonisation and Technology, stated that the response will be published “in due course.” The Government seems set on the phase-out dates proposed in the consultation, and we will continue to engage with them on this.

We also took part in the first meeting of the Motorcycle Strategy Group. Chaired by Mark Winn from the DVSA, this covered potential changes to training for motorcycle instructors and also CBT and licensing changes. Due to uncertainty about what EU legislation might be retained, we do not yet know how long this might take. The Road Safety Strategic Framework, which has been delayed but is now expected, was also discussed.

The expansion of London’s ULEZ seems to be going ahead despite a lot of pushback. Some London boroughs seem to be trying to block it by refusing to allow the installation of ANPR cameras – TfL are confident that the boroughs will come into line, to prevent drivers using their roads to avoid the charge. We have lobbied for exemption for motorcycles, and will continue to do so – this seems a no-brainer given that many other clean air zones and similar schemes do not charge motorcycles.

It seems that every week, local authorities are introducing charges for drivers and motorcyclists. We are still working alongside the NMC and the SaveLondonMotorcycling (Twitter) group on the Hackney parking charges, and submitted our response to the Greater Cambridge Partnership regarding their £5 a day Sustainable Travel Zone proposal. We await their response.

Speaking of local authorities, we are always campaigning for bikes in bus lanes and this year we are hoping to provide better resources to help our reps to tackle this at a local level. We would like to thank all of our new and existing reps – if you are interested in getting involved, please get in touch!

FEMA AGM 2023

FEMA’s (Federation of European Motorcyclists Associations) AGM was held in Brussels and online on Saturday 11th February 2023, chaired by Anna Zee, President, also Director of Political and Technical Services of the BMF. Twenty-seven attendees, from 18 national motorcycle organisations inside and outside the EU, with apologies from a further three NMOs and two partner organisations, approved the agenda, and the minutes of the October ’22 meeting.

A financial report, from Treasurer Jim Freeman, reported an operating loss of 1225 euros, against a projected loss of 1018 forecast in the 2022 budget. The overall position was a solid foundation for 2023 though the budget for 2023 was more difficult. There were two options, both of which projected major losses for 2023, caused by inflation and likely staff changes. The Committee voted for ‘V2’ which projected a maximum loss of 25,000 euros.

The Committee voted to accept the financial operations of the Board, approving the usual disclaimer for the past year, 2022. Elections were held for the Management Board. These candidates were approved:

President: Anna Zee Treasurer: Jim Freeman

Board: Jesper Christensen, SMC (Sveriges MotorCyklister), Sweden • Odd Terje Dovik, NMCU (Norsk Motorcykkel Union), Norway • Steinmar Gunnarsson, BLS (Sniglar Bifhjólasamtök lýðveldisinns), Iceland • Lene Michelson, MCTC (Motor Cycle Touring Club), Denmark

The annual NMO fees increase, generally in line with inflation, would be waived, because of members’ widespread difficulties with inflation and the war in Ukraine.

Secretariat reports from Dolf Willigers, General Secretary, and Wim Taal, Communications Officer followed.

The primary guest speaker, Ludovic Basset, Director Corporate and Public Affairs at ACEM (Association of European Motorcycle Manufacturers) presented the ongoing attempts to harmonise licencing and training and testing of electric PTWs versus ICE bikes. One issue is the nominal versus perceived power delivery, which make the 11Kw power output of a 125cc ICE bike unrealistic.

The survey results on historic vehicles were used to create an FEMA position for the European Union – essentially bikes at least 30 years old and returnable to an unmodified condition.

Following a FEMA tradition, dormant during the pandemic, we had a national organisation presentation by Emily Rochester on the current lobbying work of the BMF, and her role in it. Not least the work of the BMF’s Communications Committee, directed by Sheonagh Ravensdale, with operational control by Helen Hancock.

The next FEMA Committee meeting will be hosted by NMCU, on Saturday 3rd June 2023, in Kristiansand, Norway, as a hybrid meeting.

Report by Jim Freeman

a ll D R e SS e D U P…

Although I realise I may be in a minority of one, I spend as little time as possible looking at bike webzines because I believe that way madness lies. Or at least stronger reading glasses and a gradual, insidious addiction to the online ‘life’ that’s killing print media. And by the way, almost no one is making any money from motorcycle webzines, and probably never will.

However, for reasons best known to my shrink, I found myself looking at an online review of BMW’s R1250GSA, which was but the latest of an apparently endless slew of new models the Bavarian company is pumping out these days. But apart from that extraordinary industriousness what impressed, or rather dismayed me, most about the R1250GSA was the way it looked.

Now time was when the aesthetics of motorcycle design were very much about the engines. Look at a pre-unit Triumph, a Royal Enfield Interceptor, BSA single, or for that matter a Kawasaki triple, air-cooled Honda four, Laverda twin, a Ducati anything or until recently any post-war BM. They were and remain engineering as art and were proudly exposed as such, which in some cases was just as well, eg the pre-unit Triumph, because ready access was often needed to mend them when they were out on the road.

Nowadays, thanks to modern CAD design and robotic manufacturing techniques, most all contemporary motorcycle motors are fiendishly reliable and don’t need regular spannering by their owner-riders. Which is probably just as well as most ownerriders wouldn’t have the faintest clue how to go about it anyway. But even though manufacturers now build such reliable and pretty durable engines, they also must append them with all manner of plumbing and electronic gubbins – that’s a highly technical term for ‘extraneous eyesores’ – to comply with emissions and safety legislation. And so, whether out of embarrassment or genuine desire to forge new directions in automotive design (ho-ho-ho), many of them now shield or divert one’s gaze away from the engines with all manner of unnecessary appurtenances. And so the R1250GSA is covered in bodywork, and ugly bodywork at that, which seems to have little or no relevance to the traditional high-end schtick that made BMW famous – other of course than to hide what it needs to hide.

Covering up the mechanicals has of course long been the case with repli-racers and supersports models which rely on full fairings for their aesthetic appeal if not their aerodynamic efficiency. But these days, so-called ‘Nakeds’, ‘Retros’ and ‘Adventure Trailbikes’ are all the rage and rather than being stripped down to their basics as would seem to make sense, extra bodywork and

cowling is being stuck on to hide the plumbing. Look at KTM’s 890 Adventure or Triumph’s Tiger 1200 for examples of the faux trailies, or Yamaha’s MT range and Ducati’s Scramblers for nakeds-that-aren’t.

Not that long ago I spent a fortnight with Kawasaki’s new-ish Z900RS, retro ‘naked’ inspired by the legendary Z900 which gave Honda’s CB750 a right bashing back in the early ‘70s. No longer air-cooled of course and blessed with monoshock and USD suspensions, at a cursory glance the new machine has a very passable resemblance to the original. But when you look more closely and indeed spend time with it, you realise that it’s not only a very complicated bit of kit, but Kawasaki have gone to some lengths to disguise or hide some of the so-called essentials.

Making sure that most of the injection and emissions pipework is painted satin black is part of this, and hiding as much of it as possible behind the radiator is another, but the side panels are deceptively large and can only be removed to reveal the maze of electronics behind them by unlocking and removing the seat and undoing bolts. (And there isn’t even a centre stand because the catalytic convertor makes it unviable.)

Still, the Z900 is more naked than others of its ilk and was certainly a damn fine bike to ride, and from the online ‘reviews’ that’s also rather true of the R1250GSA… But will its looks appeal to BMW’s loyal, gentleman sport-rider market, especially at some £20k-plus with all the bells and whistles?

And nowhere to go? Mark Williams wonders if plastic cladding hides engineering tragedy

INWa year's FREE BMF membership

The BMF Photo Comp

We were spoilt for choice this time, with lots of high quality pictures sent in for our Photo Comp. So thanks to everyone who did so, and apologies to all those entries we didn’t have room for – don’t give up, we still welcome your photos! As ever, the winner each time receives a free 12-month membership of the BMF.

The photo could be of anything – twisty tarmac, beautiful scenery, your local bike night – anything, in fact, with a motorcycle theme. The winner, plus the best selection of runners-up, will be printed in the next issue of Motorcycle RIDER.

Send your photos to: editor@bmf.co.uk

Below left: dave Cross’s picture of his royal enfield interceptor nearly made our cover this time. Taken on Harley Way, between Oundle and Brigstock in Northamptonshire. “it was just one of those superb, sunny summer days when you potter about aimlessly looking for somewhere to eat a sandwich,” he writes. “Living for summer to come back.”

Below right: From Andrew Coulson, taken while out pass-bagging in the Alps – Jungfraujoch and eiger in the background.

✶ WINNER ✶ Above: Motorcycle rider designer Louise Hillier loves this shot of Sharon Moses' AJS Clubman on a Cornish Moor

Above: You know Craig Carey-Clinch? Just to prove he is allowed some time off from NMC work and government relations, here he is enjoying a quiet moment in iceland. Photo taken by Barbara Alam.

Right: There’s nothing Tommy Hood likes better than exploring Cornish back roads on his Mutt Mongrel – Godrevy lighthouse makes for a good backdrop.

Above: There’s a story behind Karen Lees-Nicholson’s pic of her F850GS in Norway. “When i asked my ex for a divorce, he told me to go to hell. Never one to dwell on the negative, i turned it into a positive and rode my bike to the town of Hell in Norway. My friend Louise came too, and we rode over the James Bond Bridge in Storseisundet and visited the Koenigsegg factory in Sweden. And last but not least had the adventure of a lifetime.”

Above: Naomi Gledhill rides with the Blue Knights england ii, here on a charity ride supporting the Oliver Fisher Baby Care Unit at Medway hospital. Right: deborah Middleton, cheerily leaving Kirkby Lonsdale last year on her 2016 Harley Softail Slim.

Above: Hayley Haxton from dundee, riding her XS1100S soft tail chop over the Tay bridge

DUAL PURPOSE?

You’ve probably heard of the Sidecar Guys, but what are they up to now? PeTeR heNShaW asked them

a homemade chair) for the big trip was deliberate, as the boys explained in their book ‘Our Ridiculous World Trip.’ In the midst of the Brexit debate and rising panic over cross-Channel migrants, they wanted to show that the rest of the world was more welcoming than it sometimes seemed.

“We thought if we could show people at home that everyday people from different places are generally good, then maybe we could remind everyone that the world isn’t that scary after all and we would pour just a tiny bit of cold water over this burning pandemic of fear-driven politics....We decided the optimum vehicle would be a scooter and sidecar. It would be unsuited, impractical and would break a lot, which would render us in need of help.”

Motorcycling, especially overland motorcycling, isn’t big on double acts, unless you count Ewan and Charley, plus the handful of couples who have done big trips. I suppose it’s because riding a bike the length of Africa or round the world is the stuff of individualists. Well that certainly doesn’t apply to Matt Bishop and Reece Gilkes, who come across as motorcycling’s Morecambe & Wise. They’ve clearly known each other for years, are best mates and even occasionally finish each other’s sentences.

Matt and Reece are of course the Sidecar Guys, best known for riding around the world on a scooter sidecar outfit in 2018/19, the first people mad enough to attempt such a thing. But if you insist on taking a sidecar outfit, why not choose a tough as old boots Ural, or a knobbly-tyred BMW GS or KTM? It turns out that choosing one of the most unsuitable vehicles (300cc Honda plus

The plan worked, because both Honda and sidecar broke often, and its occupants were duly assisted by ordinary people all over the world. “It ended up as an excellent way of meeting people,” they told me from their new base in Northumberland.

“We really learned about how similar most people are under the surface. In the States we stayed with some folk who were very pro-logging, or in Russia there were people with very different views on geo-politics from us! A Russian soldier, in full uniform, bought us a steak dinner – we swapped T-shirts! It’s exposure to what’s around you, the media in each country, which really shapes who you are as a person, but underneath it all we’re the same.”

The big trip was also run to raise awareness and funds for Modern Slavery, a charity which highlights the fact that slave labour is still very much part of the modern world. £1 from each copy of ‘Our Ridiculous World Trip’ goes to the charity. More recently, Reece and Matt have raised money for Mental Health Motorbike, Black Dog Outdoors and Shelter Box.

Let’s Start a Festival

So what happened when they got home, after the initial buzz of excitement and the book launch was over? A lot of overland travellers struggle with getting back into day to day life after a big trip, but the sidecar guys don’t seem to have suffered from that – Reece resumed his job in a travel agency while Matt went back to fundraising.

And, apart from the odd shorter adventure, that might have been it, but then Covid and lockdown happened. “We were both furloughed,” says Matt, “and because no one could go anywhere we had the idea of running a virtual travellers festival online –hence the name, Armchair Adventure Festival. Initially, it was just intended to be a few mates getting together, but a techy friend offered to put it up on Youtube so that anyone could take part. Doing that meant we could bring in some big names like Ted Simon and Charley Boorman. Reece and I were actually bricking it on the night, never having produced something like this before, but in the event it worked really well and we had 20,000 live viewers over a weekend.”

So well did the Armchair festival go that Reece and Matt decided to quit their day jobs and run two more virtual festivals before turning it into a real-life event in 2021, based at Mount Edgecumbe near Plymouth. It’s since become an annual fixture.

One thing that marks the festival apart from other more bikefocused events is that it’s always been open to all modes of travel, though bikers still make up the lion’s share of attendees. “From the start, we had hikers, cyclists and kayakers, which is fun, and it works because many adventure bikers are interested in many of those other things too. We wanted it to have its own identity, as there are several bike-only festivals, and the ‘armchair’ tag came from its virtual beginnings, so it’s stuck. We’ve talked about changing the name but it has its own community now and we quite like the vibe that the ‘armchair’ name gives it.”

The Ural Connection

Naturally, Reece and Matt always bring the now famous scooter sidecar outfit to the festivals, because it’s become their calling card, and they’re universally known as ‘the Sidecar Guys.’ That was all very well, but they wanted to extend their three-wheel

Right: Armchair Travel Festival includes water sports

Above: Sidecar fettling was an essential part of the big trip

Below: Honda sidecar outfit tackled every continent in all seasons

experience and on a whim messaged Ural Europe, who quickly invited them to a sidecar experience weekend in Portugal.

It turned into a business opportunity, and according to Matt, “they slowly persuaded us that we needed to become the new UK importers!” Ural production, incidentally, moved out of Russia last year, thanks to Putin’s invasion of Ukraine and the international sanctions that came as a result (see box).

The company has been American-owned for years, so the prospective UK team went out to Seattle to meet the bosses. They found that Ural, although it’s very well known and gives an impression of being a major force, is actually a very small company, building only around 1200 bikes a year. “The dealers are the same, often small, which suited us fine and of course the name is very much associated with adventure travel, which ticked another box.”

They’re not kidding about the Ural adventures. Visit the official website and you find plenty of stories about people doing big trips on the flat-twin outfits. Most memorable has to be the group of six ex-art students who rode five Ural outfits right across Russia and left them in Siberia to pick up the trip (with another batch of old Urals) in Alaska. They made it to New York and the film of their trip, 972 Breakdowns, is a gripping 90-minute watch – catch it if you ever get the chance. As for the Sidecar Guys’ new business venture, they are now Ural UK’s sole dealer, with a shop in London and a ‘Sidecar Experience’ centre in Northumberland.

Back Road Trip

That trip to Seattle to seal the Ural deal had to involve a road trip, though they only had a window of ten days, what with having a new business to look after and Matt being a family man these days. “We really wanted to do some proper off-roading because to be honest, the Honda sidecar outfit was rubbish at that.” So they borrowed an outfit and spent ten days exploring America’s Back Country Discovery Routes.

Better known as BDRs, these are a network of back lanes, dirt tracks and fire roads which stretch across 15 States. “It was great, because it took us to the most remote places we’ve ever camped, even including the big trip – the USA is a big country, still with miles of wilderness.” Washington, Idaho and California have BDRs as do Nevada, Utah and Colorado amongst others, some with a complete route across each one. “In places you can choose between beginner and more advanced sections,” add the boys, “some of which is really hard.” From Seattle, they rode to Wallace, an old mining town, to join the BDR, zigzagging through the Idaho

Above: Outfit has become a familiar sight at festivals

Left: russian? Ural has been American-owned for years

Below: Flat-twin stood up well to death Valley

mountains, to Nevada, Death Valley and eventually Los Angeles, covering 2200 miles in ten days. “It was about 50/50 off-road and tarmac – we couldn’t do some of the tracks as they’d been washed out after flooding. But we were impressed with the Ural. To be honest we were scared of breaking it, after our experience with the scooter outfit, but of course it was fine. The most impressive thing was that it held together in Death Valley, while riding through sand in about 40 degrees – that’s not bad for an air-cooled engine.”

The trip also taught them a lot about riding a full-size outfit, especially on the rough stuff, and their advice boils down to working with the bike rather than fighting it. “Riding an outfit off road is really hard if you try and do the opposite of what the bike wants to do – accelerating while trying to turn right for example. But if you work with the bike and help it – off the throttle on right handers, a bit more on left handers – then it’s fine. On washboard gravelly tracks, it’s like a solo in that the faster you go the more comfortable it is. On the really rutted tracks, it’s a bit more like a four-wheeler in that you have to pick your line to suit the ruts. But it’s fun to work as a team because the passenger really has to put their weight in the right place, so you’re not just sitting there waiting for your turn to ride the bike.”

As on the big trip, they shared rider and passenger duties, doing about an hour each, though sometimes more often as riding the rougher BDR sections could be hard on the arms. It’s obvious that Matt and Reece still love riding, hence their Sidecar Experience, which started up last Spring and is about to restart for 2023 as you read this. Interestingly, most of the people who come to try the Experience are sidecar novices, but like the look of the Ural and want to give it a go. “And they do have to try it,” says Reece, “because riding an outfit is so different to a solo. They are easy to crash if you treat them like a normal bike, and we always encourage novices to do the full twoday course because really you need that long to get it.”

The Future?

As for the future, with the Armchair Adventure Festival, a business to run and family responsibilities, it looks like another big trip isn’t on the cards for now. “Mind you,” adds Reece, “the Ural side consists of just Matt and I, so we can do other things as well. So if anyone is reading this and would like to pay us to do a really cool trip, then just get in touch! We didn’t mean to turn this into a career, but that’s what it’s become.” And whatever they do, it looks certainly that overlanding’s best-known double act will do it together.

www.armchairadventurefestival.com

www.sidecarexperience.co.uk

thesidecarguys.com

The Russia Angle

Ural is the quintessential Russian bike – what effect has Putin’s invasion of Ukraine had on the Sidecar Guys’ business? Here’s what they said:

“We agreed to take on the Ural project around September 2021, but Russia’s invasion of Ukraine did make us stop and think. Our first reaction was just sadness for all the normal people wrapped up in it. We were of course worried for everyone in Ukraine but also gutted for the friends in Russia we had met on the scooter trip. We had been helped so much by the Russian people and knew that the everyday person would not be in favour of what Putin is doing – ‘stop the war’ posts from Russian friends confirmed that.

“Ural released a big 'Stop the War' social media campaign, so we felt that we could stick with them. Ural then moved production out of Russia to Kazakhstan and we now supply Russian heritage motorcycles, produced in Kazakhstan by a company based in the USA. We're happy with that, as it's not supporting Putin and we're still happy to sell stuff with Russian heritage as Russian people are just awesome...but their politicians are the absolute worst.”

These days, Ural uses a lot of imported parts such Brembo brakes and Keihin fuel injection...which it couldn’t get hold of when Western sanctions started to bite after the invasion. So in July last year, it moved production over the border into Kazakhstan, where it’s been ever since. Ironic that Putin’s bombastic nationalism has led to the country’s motorcycle icon leaving Russia..

https://www.ural-uk.com/

Movie Night

Blue Monday Film Night sounds a bit suspect, but it was an online event hosted on Monday 16th January (supposedly the most depressing day of the year) by Reece and Matt, the highlight of which was the amazing film ‘972 Breakdowns’ Although free to view, the evening raised £1740 for two mental health charities – Mental Health Motorbike and Blackdog Outdoors. Said the boys: “We’re so happy that your donations will go towards these great causes and their work this year.”

BaC k FR om T he B R i N k

Vanessa Ruck came back from a serious accident, thanks to bikes

Imagine you’re a fit, active 20-something (as some of us still are of course) who enjoys kite surfing at weekends. You’re cycling to work one morning when a car driver risks a red light and knocks you off. Left with life-changing injuries, you have to undergo a total of seven operations, endure months of physio, and years later you still have to live with pain and reduced hip and shoulder mobility. And yet, a few years after that accident, you’ve built a new life revolving around motorcycles, ridden trials, motocross and even desert rallies. That’s the story of Vanessa Ruck, who has turned her life around using bikes as the catalyst.

“I got to motorcycling late,” she told me. “I did have a 250 briefly when I was living abroad, and got my licence in the UK, but hadn’t done anything about it for years.

“It was tough after the accident. I had to do all the physio (swimming and walking) on top of a full-time job, and the operations went on for years, but I knew that if I didn’t put this work in, I wouldn’t get my fitness back. I still do mindfulness, which helps cope with the pain and avoids getting into a negative spiral. It’s about being conscious of how the mind is working, recognising when thoughts are turning negative (self-pity, it's not fair etc) and taking control. It’s crazy how these conscious thoughts connect to your subconscious – being positive improved both.”

Breakthrough with Bikes

You don’t have to talk to Vanessa long to twig that motorcycling has played a key role in her long recovery process. At first, she had a bike purely for practical reasons. Working in the centre of Oxford, she bought a Suzuki Bandit 600 simply to get through the traffic, though the bike didn’t produce an immediate turnaround in her condition, and just getting on board proved a struggle at first.

“I had been diagnosed with multiple mental health issues like depression and fear of the road. Part of me said that buying a bike was a terrible idea. Early on, I’d be overwhelmed by fear –panic attacks sometimes, but I knew that I had to overcome it. That driver who had knocked me off my bike had changed my life irreversibly, but I couldn’t let her have that much control. With anything that scares you, you can always normalise it eventually.”

Eventually, she managed to ‘normalise’ commuting by Bandit, but this still wasn’t her Damascene moment. That came thanks to a day on a Harley. “My husband had just come home from serving in Afghanistan with the RAF, so to celebrate I hired two Harleys for a day. We loved them so much that we bought two,

Left: Serious injuries laid Vanessa low for some time

and that was by far the best thing I ever did for my mental health. Before that, I couldn’t see the point of anything much, because my whole life – hobbies, friendship circle – had just been wiped by the accident.”

Not only that, but the Harley proved more comfy than driving a car – rather than moving her legs between pedals, which was painful, the Harley’s gearchange and rear brake were right where she needed them. Vanessa and her husband began doing longer rides including camping trips, riding about 20,000 miles over three years.

On the Dirt

“It was after the next hip surgery, when I was bed bound for a while, that I just decided that I needed a dirt bike – I’ve still got no idea where that came from. We bought a Yamaha WR250, and it was five months before I could even sit on it, but it was a reminder of what I was working for. When I finally was able to ride the WR, I had a shock. I considered myself a fairly competent road rider, but on the WR off-road I was like Bambi, didn’t have a clue.”

Gradually, Vanessa built up her off-road skills, concentrating on green lanes before going on to trials and more serious offroading. The WR proved too heavy for her damaged hip and shoulder, so husband inherited it while she moved on to a lighter KTM EXC.

This was all great fun, but Vanessa had no thoughts of competitive riding until Paul Bolton at Toro Trail, who runs off-road holidays in Spain, encouraged her to enter the Valleys Xtreme, a hard enduro race in south Wales. “Paul knew my capabilities, so I decided to enter. The practice day on Saturday was brutal but amazing, and next day on the start line I was terrified, but I got over that, got round, was overtaking other riders and bagged a silver finisher’s award. I was buzzing after that – and before we got home I’d signed up for Red Bull Romania.”

Lots more off-road events followed until someone suggested desert rallying, and after riding the Rallye du Moroc, the desert bug had clearly bitten. “I love the remoteness of desert rallies. You’re completely on your own, with just a paper road book to navigate by, so it’s very satisfying, and with your focus just on riding and navigating, you forget everything else.” More recently she tried the 1000 Dunes, a non-competitive Raid rather than a rally, and accepted the organisers’ offer of a Triumph Tiger 900 to do it on. That 235kg adventure bike brought challenges of its own, but she finished (many didn’t), the first woman to complete the event on a standard adventure machine.

Giving Back

These days, Vanessa spends much of her time giving motivational talks based on her experiences, to schools, companies and clubs. And it’s clearly the school talks (which she offers as a free service), that are the most rewarding. “The energy I get from these kids, seeing their faces, is just wonderful. I’ll bring a bike with me into the school and show a couple of videos, and the kids love it. Sometimes we do workshops so the kids can look at their own

challenges and how to deal with them. My crash took me to some pretty dark places, but if I can share that and what I’ve learnt from it, then that’s worth doing.”

It's quite sobering to think that if it hadn’t been for that car driver, it’s unlikely that Vanessa would have done any of this. “You know,” she says, “I had this weird realisation a few years ago that I almost have gratitude for that accident. Despite everything I’ve been through and the pain I still live with, it set me on another path. It made me realise that what really matters isn’t money or material things, but friendship and achieving goals – that’s what it’s all about.”

www.thegirlonabike.com

Above: Off-road novice to desert rallyist

Below: Vanessa’s off-road skills developed fast

Fast Track Training

Iwas interested in bikes at a very early age, spending hours just watching motorcycles passing by the house. Then one Christmas, my parents bought me a Yamaha PW80 dirt bike, when I was nine, and I loved it. I’d ride around the nearby fields, building obstacle courses and just having fun. I’d also often run it into the ground and have to figure out how to fix it, luckily with help from my uncle. Life with the little Yamaha ended when I reached 15 and found that my knees kept getting in the way of the handlebars...

I worked hard to save up for my first real bike, a Yamaha YZF125, which sat in our backyard for two months until I took my CBT in September 2018, as soon as my provisional licence arrived. The guy who sold me the YZF had recommended 3D Motorcycle Training at Tockwith near York, so that’s where I went. I have autism, which can affect my confidence when dealing with new experiences, meeting people and new places, so finding a training centre which understood my needs was very important. Fortunately I was able to explain my condition and trust the trainers – on the day, they brought the best out in me, enabling me to pass my CBT.

That meant I was able to get out on the Yamaha. I used it every day to commute to sixth form college in Harrogate even through the winter, all weathers. My best friend had an identical bike so at weekends we would head off, exploring the Yorkshire Dales and local back roads whenever we could. Our favourite run was to Scarborough and round to York then back home – nearly 200 miles on a 125 in crouched racer mode could be challenging but these are still some of the best memories I have. I rode the YZF over 12,000 miles in a year and a bit.

80cc dirt bike, CBT, A2 licence, BMF Blue Riband... and beyond – LUKE MOUNTFORD’s progress has been rapid

Mod 1, Mod 2

Thanks to the Pandemic lockdowns, I couldn't renew my CBT until April 2021, once again back at 3D, where knowing the tutors already was a big help. Interestingly, returning to training revealed that I had developed some bad habits, so I had to go back to the basics for a while – the ABCs and OSMPSL (as in Observation –Signal – Manoeuvre – Position – Speed – Look.)

With a new CBT (not to mention another winter) under my belt I was able to book for Mod 1 and Mod 2 courses for my A2 licence. Just like the CBTs, these were challenging in parts, but I passed the Mod 1 in late April, Mod 2 in early May. Now I could buy my first big bike, a 1994 Honda VFR400 NC30. Unfortunately the Honda didn’t really work out, and wanting to return to the dirt I decided to upgrade to a bigger adventure bike. I spent a long time deciding which one to go for, and whether to wait until I had a full A licence.

In the end, I decided that a BMW F800GSA would be the best option, as I could restrict it for the A2. It turned out to be a good decision, and I couldn’t be happier with my GSA, having made a few changes to really bring out its capabilities on the dirt.

Of course, the BMW was also the tallest, heaviest bike I’d ever ridden, which took some time to get used to. So I booked onto 3D’s slow speed handling course one weekend, gaining much more confidence with the balance, control and handling of the bike. The tutors took all the attendees on this course back to basics, which refreshed my thinking and developing greater understanding of clutch, brake and throttle control – the three hours was well worth the time and money. Interestingly, several of the older, more experienced riders struggled to master the basic skills early on in the course and had a few ‘interesting’ moments. Thankfully no dropped bikes though.

Nation Wide

While on the slow speed course the tutors mentioned that some of them plus a ladies group would be riding the BMF National Road Rally the following weekend. Having never ventured too far from home, my interest was piqued. The group was very welcoming and invited me to join them, along with a couple of other former customers who, like myself, had not done anything like this before.

The NRR was everything I had hoped for and one of the best motorcycling experiences I have had – certainly the longest day’s ride I had ever done, at 320 miles. In bright sunny weather the route and checkpoints were easily reached and there was fantastic scenery, especially over Kirkstone Pass and along Ullswater. No one was in a hurry and everyone helped each other to enjoy the

Left: Luke Mountford has rapidly progressed his training

Above: Giving talks on basic maintenance is a recent addition

Right: Back to basics - Luke got some extra tuition in slow riding

ride, meeting many similar bikers on our route. The time and effort that several of the people at the manned checkpoints had put in made the whole experience even more memorable.

We did lose Mark G, one of the tutors, in Penrith, but a few phone calls later we were all together again, heading further north towards Alston and over Hartside Pass. I was learning a lot, and the tutors’ advice transformed my use of gears and acceleration sense on the GSA, with everything just flowing more smoothly and more controlled. Even though this was a social event, the tutors were really impressed with my confidence and riding ability, which is usually conservative on the road. We completed the route around 8.30pm, nearly 12 hours after starting, enough to bag me an NRR Gold! I was so excited by the whole day, I felt like I could have gone on and done more.

Go Advanced

The instructors and I talked about something else during the NRR ride – the possibility of some advanced training. I decided do a Blue Riband, which I booked for the beginning of winter, giving me plenty of time for more coaching sessions and to get plenty of practice in.

I had to do some homework on Roadcraft (the police riders’ manual) and brush up on my Highway Code as there were a couple of question papers to complete before my training/development day. Once again, the tutors really helped me through those stages with great patience.

The development day was based on a longish road ride, and it was here that the theory really started to kick in. It was certainly varied, taking in urban, rural and multi-lane roads, all providing different challenges to a relatively inexperienced rider. Being

able to listen to the tutor through a Bluetooth earpiece while riding really helped, especially when being given demonstration and commentary. Following, listening and seeing helped my understanding of the techniques and skills involved.

After six hours we had ridden around 120 miles, including stops for discussion and a few brews, with plenty of opportunity for questions and advice. The development day turned out to be an excellent preparation for the actual Blue Riband assessment –I had improved my riding far more than I would have expected in just a few short hours.

Assessment day dawned, starting with a check of tax, insurance and licence paperwork, plus an eyesight test, then a pre-ride brief before setting off on a 40-mile route. Although my development day had been in the same area, the test route was totally different, though it took in similar elements of rural, urban and dual-carriageway/motorway riding. It even included a U-turn and an emergency stop, (still on the road, but in a safe place).

It was a continuous ride, over in just under an hour, and I then faced a few questions testing my understanding of the ride, asking me to explain my actions and understanding. I did find this de-brief a little difficult and something which needs further practice for me to develop. Still, I was awarded a Blue Riband Gold standard by my assessor, something I didn’t expect to get. I was delighted, and hope to maintain the standard now. My certificate is framed, hanging on the wall at home.

The Future

Having come through some great training with the guys at 3D MTC, they asked me about my future riding ambitions. In fact, they offered to help me with further training aimed at become

a DVSA accredited trainer to work with them. Although I need three years post-test riding experience before I can officially start training, I have taken an opportunity to shadow CBT instructors at weekends and I am starting to understand what’s needed to deliver courses – I’m looking forward to helping those new to motorcycling.

It gets even better. I have also been enrolled by 3D to deliver an in-house basic motorcycle maintenance course to a group of current and former customers. With further sessions planned for 2023, I’m hoping to pass on a bit of the knowledge gained through both my own bikes and my day to day work as a vehicle technician.

Of course, I am also looking forward to the new biking season and taking the NRR challenge again – I’m aiming for Platinum this time round as well as the three-country challenge. On top of that I have two trips planned for the year, one to Dumfries with the 3D social group, and another to Wales for some green laning and camping – I’m sure there will be other rides in 2023.

Although I have packed in a huge amount of development into a short time, I feel that my motorcycling journey has only just begun. The focus required to ride a motorcycle greatly assists with managing my autism, and being on a bike always helps me to relax. Explaining this to the tutors has also enabled them to understand and recognise early how to deal more effectively

when training motorcyclists with a range of similar conditions, as well as those with other mental health issues. It probably won’t come as a surprise to BMF members, but I haven't found any better therapy than a nice relaxing ride in some beautiful scenery.

Left to right: BMW F800GSA has proved to be a good choiceadaptable to A2-licence spec, and able to take in road, water and mud Below right: in the blood - Luke's dad is also a keen biker

Stretch, Flex & Focus

how yoga can help your riding – kaTe haRRiNGToN explains

Bikers love to balance life on two wheels, but a lot of strength, stamina and flexibility is required to cope with the long hours in the saddle.

So we have to be fit and healthy on all levels, and even if we are the body needs adequate rest and serious relief after a long ride. Rather than trying a temporary method like soaking in a bath, or putting ice packs on aching legs and arms, one of the best and gentlest ways to heal and relax is through yoga.

No other exercise is as effective and restorative. Mention ‘yoga’ to many people and they’ll think of meditation, chanting and weird stand-on-head poses, but the reality is quite different. Yoga is a gentle form of exercise that reduces muscle tightness, increases flexibility, prevents injury and enhances your overall wellbeing. A combination of stretching and strengthening poses, and deep breathing exercises, works as a total mind-body workout.

Yoga keeps muscles and joints strong, stable and supple, calms the nervous system and helps us to remain mindful during the ride. It also reduces recovery time and helps you get back on the bike quicker after a demanding ride.

It also increases body awareness, which is very important while riding,

improves core stability and reinforces the muscles around the spine, producing stronger lower back muscles and hip flexors. The more balance and core stability you have, the more control you have over your bike.

Smooth & Calm

Flexibility is another benefit, and something else which enhances bike control. Yoga postures stretch and strengthen the body’s muscles and increase the range of motion, making you more flexible. So you are able to ride more smoothly, shift your weight back and forth better, lean more. The more flexible you are, the better you can ride.

Relaxation is key after a long trip, and yoga offers plenty of relaxing poses and deep breathing exercises that provide instant relaxation and supply the much-needed energy required by the body.

Then there’s the mind. BMF members won’t need reminding that riding a bike requires some serious mental focus – yoga is a great way to calm the mind, which helps increase focus.

Various poses can help with this, increasing your ability to blank out distractions such as body ache, helping you focus on the road. On a long ride, these can help you stay calm and focused, simply

by using your breath. In other words, you need strength, flexibility and calm to ride well –yoga can supply all three.

Kate’s Ten Top Tips

1) Wrist Stretch

On long rides our hands get fixed in a gripping position. Every so often during a long ride, stretch out your fingers, palms and wrists. This also helps alleviate arthritis, the pain of which is exaggerated in cold weather.

2) Shoulder Rolls

Hunching over the bars produces tightness in the neck and shoulders. To counter that, hunch your shoulders up to your ears and roll forwards five or six times, then roll the shoulders backwards a similar amount. This acts like a self-massage and will help to loosen, relax and release tightness.

3/4) Cat/Cow

On all fours (not one while sitting on the bike or in a café...), with wrists under shoulders and knees under hips (pad your knees if they are tender), arch and curl the spine around 10 times. Breathe in on the curl – spine dips, shoulders and elbows soften – and exhale on the arching. This relaxes the neck and spreads the upper back as well as getting the synovial fluid warm – rather like lubing the chain!

5) Flexor Stretch

As we sit astride a bike our hip flexors (the muscles which allow our hips to flex) will shorten – this will help to re-lengthen them. Lunge step forward on one leg, gently bring the back knee down and relax into a stretch – gently rock forwards and back for five or six breaths.

6) Tree

This is a balance (standing on one leg, basically) which strengthens the legs and ankles and engages the core. Balance on one leg and rotate the other foot, using your ankle. This helps get movement back into ankles after a day spent in bike boots.

7) Chest openers

Counter balance the effects of forward flexion holding handlebars. Sit or stand with your hands clasped behind your back and squeeze the shoulder blades together to open the chest.

8) Super-Person!

Also known as the Plank, this pose puts the shoulders, back, hips, knees and ankles all in one line – it’s like a press-up, but you hold it in the ‘up’ position. Great for building core strength which helps you to balance on the bike without having to wrestle with your arms.

9) The Shoulder Bridge

Lying on your back, feet on floor, knees up, reach with your longest finger and touch the back of the ankles, then curl the hips up, lifting the lower and mid back away from the floor. This strengthens hamstrings, glutes and lower back, and opens the abdominals after the plank.

10) Breathe Slowly

Perhaps the most important exercise of all – breathe slowly: that’s in through the nose and out through the nose. Breathing slowly will help keep your heart rate down and helps to counter the shortened breath we sometimes adopt unconsciously when riding. Try and count four as you breathe in, and another four to breathe out. Breathe in using the diaphragm and belly, and when exhaling bring the navel back to the spine, keeping the shoulders relaxed.

Kate Harrington – Biker Yoga kate@bikeryoga.co.uk www.bikeryoga.co.uk

Yoga demos are available at several bike events now. it's well worth a try

MARK COVERDALE one of racing’s stalwart sponsors –

why does he do it?

My dad had a bike, a Honda Cub C50, and as a small boy in the ‘60s I was a regular passenger in my anorak and mittens – I remember it as a friendly and happy part of my life. By the time we moved to Cambridgeshire in 1974 the Cub was long gone, I was fourteen and spent time with my mates, faces pressed against showroom windows, working out which bike we could get – our dream machines were the Yamaha FS1-E, Suzuki AP50 and Honda SS50 as well as the exotic Italian Malagutis, Fantics and Garellis.

Bikes had become an obsession and I urgently started saving from paper rounds, fruit picking and other holiday jobs. When sixteen finally hit, I found that all I could afford was a Batavus Compact, a tiny step-through, more gadget than motorcycle. It wasn’t my first choice, but I was straight onto the road on my 16th birthday. This was mid-winter, and ice and snow combined with 16-year-old over-confidence saw me falling off all over the place. I convinced my father that the problem was the Compact’s tiny wheels, and was able to trade it in for a yellow Honda SS50. Now my life changed, clocking up hundreds of miles each weekend and surprisingly I never fell off the thing.

Come the spring, I ventured out to a local motorcycle club meet. Seeing this nervous boy, one senior member asked if he could have a go on my little Honda. The quid pro quo was a pillion ride on his Laverda 750.... The acceleration literally took my breath away as I clung on. He didn’t hold back, using all the road and scraping a peg at every bend. I had never known anything like it and I got off exhilarated, shaking...and totally hooked.

At 17 I had a Honda CB250 G5, soon swapped for an early Norton Commando when I passed my test, which brought a repeating cycle of toil, joy and explosion – it quickly became my second bike, though the exhausts did glow yellow when it ran.

Top: Closed roads racing is at the heart of Mark Coverdale's sponsorship activities

Above: Francesco Curinga enjoys the Manx podium

Below: Jim Hind (left) and ian Loughler on the Patons

The Racing Bug

I only got involved in road racing more recently. I had done loads of things with bikes – advanced instructor, done a bit of motocross and made up the numbers in club racing (I was enthusiastic but rubbish). Riding had brought its knocks and scrapes but my worst injury came after slipping on wet grass when putting a hosepipe away! My ankle, according to my friend working the X-ray that day, had exploded, and for a long time was neither use nor ornament. For the first time since I was fourteen, I was without a bike.

I started watching bike videos, which reignited an obsession with the Isle of Man TT. As I started to move about with sticks, getting back on a bike became a priority, and I even thought about doing a bit of racing myself – the MZ series looked inviting. When I finally felt fit enough to get back on the road, I bought a ’99 Hayabusa, and felt human again.

The TT obsession hadn’t gone away, but with an insurance business to look after I found it impossible to spend a week or two on the Island. Then in 2013 I heard it was possible to buy Platinum hospitality tickets, resulting in me and a couple of my sons having a day trip to the TT, flying from Birmingham –expensive, but cheaper than a fortnight. The Platinum tickets gave access to the VIP pavilion, food and drink, a lap in a course car and a TT legend as host for the day – in our case, it was Mick Grant. Most of the Platinum ticket holders were corporate so not really there for the bikes and soon wandered off, but we really hit it off with Mick, who looked after us really well. The course car was fantastic, averaging 90mph round the course, and at one point we found ourselves sitting on a garden wall having tea and cake on Bray Hill as the bikes flew past at 180mph, inches away.

It was intoxicating and addictive, so we went back in 2014, again hosted by Mick. I got chatting to a lovely bloke called Keith who was sponsoring a bike – he turned out to be Keith Flint! We were back again the following year, this time with Ian Lougher looking after us. Ian and I got on really well and just before we left, I asked if he knew of a team I could sponsor – the result was that I started supporting Team ILR in BSB. In 2016 we were back at the TT with Ian riding the 500cc two-stroke Suter!

Building a Stable

Two years later I had become the ideal sponsor for Team ILR, sending them money, making no demands and rarely showing my face – when I did turn up to help, we all worked hard and got on like a house on fire. In fact, it was a really good team. As well as being one of the nicest, most humble people you could hope to meet, Ian is a ten-times TT winner who is brilliant at setting a bike up – to this day, we don’t use datalogging. His wife Asa helps in the pits, does trackboards and produces three delicious meals a day while chief mechanic Michael ‘Jacko’ Jackson is a fantastic mechanic, hard working and happy – also a demon off-road rider. We are all team mates but also very close friends. Then four years ago when I joined Ian and Asa on a visit to Japan, I met Keiko, who was President of WIMA Japan – she is now my fiancée!

For the 2017 TT, we planned for Ian to ride the Suter again, until Suter said they were sorry but they were overstretched and

Above left: Mark and Keiko, off to trail ride on their Betas

Above: Under the Norton awning

Below: Mark (second from left) with sons and Mick Grant at the TT - they are missing friend Ken Turner who couldn't be there

couldn’t come. Ian was obviously very disappointed and after a few drinks in the hospitality marquee, I offered to buy a Suter for next year. Next morning (now sober), Ian called and asked if I was serious about buying a bike. Of course I was, but Ian suggested that for the same money as a Suter, we could buy a couple of Patons instead.

They’ve done so well that my race bike stable now consists of four Patons, as well as a Yamaha R6, Honda CBR600RR, BMW R1000S and Kawasaki ZX10. We have done some BSBs to give riders some track time but are really focused on the road events,

Left: Paton has proved an affordable and effective racer

Right: Mark with the CBr600rr

Below: Patonmounted team iLr riders are causing a stir

with Paton wins at the NW200 (with Joe Loughlin) and the Manx (Francesco Curinga). This year we are targeting the NW200, the TT, Southern 100, Manx GP as well as Oliver’s Mount and a few Irish road races. (Plans were made before Irish racing was cancelled). A win at the TT is still our goal, though we did achieve a surprise podium in 2019, when Ian rode the electric Mirai to third place behind the two Hondas. I was overjoyed with that result, so proud of Ian, Yoshihiro (of Mirai) and the team – it’s for those moments that you do it. I also sponsored the Mirai at Pikes Peak, which was a real experience – 12.4 miles climbing to a 14,110ft summit through 156 bends, mostly hairpins with sheer drops, so it’s a huge technical and physical challenge. The altitude took its toll on us and we had to take the occasional puff of oxygen.

Why We Do It

I still ride on the road. Keiko and I have a couple of AJS scooters to get around the Isle of Man, and I still have my Hayabusa, which like my other bikes has an adapted gear shift for my duff ankle, as well as an old blue RD400 and my faithful Suzuki Burgman 650. Jacko and I restore bikes as well – every type of Honda CB from the ‘70s, Suzuki GTs, Kawasaki KH250 to Z900. Most recent was an FS1-E – we were like a dog with two tails, bombing around the trading estate on that. When we visit the workshops in North Yorkshire, we have a couple of Beta Alps for trail riding, 200cc bikes which are perfect for an easy day’s off-roading. The views round there are jaw dropping.

The economics of motorcycle racing are baffling compared to other sports. The prize money is pitiful and competitors have to pay to get there, so sponsorship money is crucial, but it is a challenge which draws people from all over the world. I do it to keep the sport going and because I love it so much. The excitement, the camaraderie of the team and the paddock, and the pure undiluted joy of a good result make it all worthwhile. We have a big challenge this year and we hope to see more success, but if nothing else, we will ensure that our riders have the best chance to do their best.

FIM R ALLIES

Planning a holiday on your bike this summer? Why not try one of the FIM touring events. There’s a choice of destinations –Spain in June, Lithuania at the eastern end of the Baltic Sea in August or Tunisia in October.

The FIM Rally will be held in Zaragoza in eastern Spain from 23rd to 25th June, with a choice of hotel or camping accommodation, which will be open from 20th June for those who want to arrive early. You can choose your own route to and from the Rally, either exploring parts of France on the way down, or taking one of the ferries from Portsmouth or Plymouth to northern Spain, only a day’s ride from Zaragoza.

Then in August, the FIM Motocamp will be held near Kaunas in Lithuania. This will be an event for campers, 3rd to 6th August, with the site open for early arrivals from 1st August. It’s a longer run than to Spain, but you have the chance to explore northern Germany and Poland on the way.

Then in October, once the temperatures in North Africa become more reasonable, there’s the FIM Mototour of Nations in Tunisia

from 11th to 15th. This will be a hotel-based event starting at the resort town of Zarzis, with two days 4* accommodation before the event moves on to the island of Djerba for two more days, also based at a 4* hotel. There will be escorted ride-outs each day to points of interest. Ferries to Tunisia can be taken from Marseilles in France or Genoa in Italy.

In all of these events, all meals are included in the price and will be taken together with the other riders taking part, from a variety of nations. You are free to plan your route to and from the rally, travelling at the pace you want and taking in places that interest you on the way.

Details of these FIM touring events are now available on the BMF website. www.britishmotorcyclists.co.uk/events

KEITH FREAK on 2023 FIM meets

This year's FiM rallies and meets offer a chance to ride and enjoy exotic locations

New World, New Racing?

A new FIM World Championship kicks off this year – E-Xplorer

New technology requires new thinking, and electric motorcycles are the perfect example, especially when it comes to sport. In terms of speed, handling and braking, there’s no reason why they can’t equal or better the standards of petrol-driven bikes, but they are not (yet) candidates for endurance events or even a standard Superbike round. Current events (and their rules) are based around 120 years’ experience of what petrol bikes can do.

Hence the argument that electric bikes will need new forms of motorcycle sport designed specifically for them. This is what E-Xplorer is all about. An FIM international race series kicks off this year; it’s specifically designed for battery-powered bikes and shows some original thinking, with a mix of urban/countryside rounds, plus 50% male/female teams.

In some ways, Valentin Guyonnet is the perfect CEO to see this through. Growing up in France, he rode trials and enduros, while more recently he’s worked for the FIA on its Formula E series (a bit like Formula 1 but with shorter events, not to mention more overtaking). “The hardest thing around motorcycle sport is noise pollution,” he says. “We have all grown up with two-strokes and love them – I still have a TY Yamaha, but of all the bikes in my garage, it’s the electric one which I jump on most often, because it is so easy to ride.” The idea of an electric off-road race series came when he was in Marrakesh, met a rider with an Electric Motion

and had a go on the bike. “I was shocked at how good it was. I had tested electric off-road bikes but until then, they hadn’t been so good. So in early 2021 I suggested to the FIM that we do an e-motorcycle championship and they agreed – they hadn’t got electric racing off the ground yet, but wanted to.”

Circuits & Bikes

Not that E-Xplorer will simply be a shorter version of existing trials or motocross. For a start, there are urban as well as more conventional courses. “When we first went to the cities and

asked to run a motorcycle event, the answer was ‘No Way.’ But when we said it was electric bikes, and with mixed male/female teams, they were far more welcoming.” Barcelona will see the first round, with a course making the most of local features. “I can see bikes riding up and down steps, onto roofs of buildings,” says Valentin Guyonnet. “The goal is not to be ultra-aggressive, but it still needs to look impressive.” In an urban setting it sounds a bit like parkour, the urban sport which sees runners leaping from roof to roof. Could be interesting...

Wherever they are, the courses in this first year will be short, maybe 3-500 metres, with an eye on attracting spectators and easy TV coverage as well as battery range. Features will be similar to super-enduro or supercross, with plenty of jumps and obstacles, so it’s clear that the emphasis will be on agility rather than sheer speed. “The bikes competing will be very different, so we wanted to be sure that max power isn’t the key thing. Some bikes have 11Kw, some have 35Kw, but in testing we found that the 35Kw was no faster, which is what we want. Building the course has been our biggest challenge.”

“The landscape of sport has changed a lot,” he adds, “so we have tried to find a format which appeals to the next generation. Motorcycle manufacturers are not here to transform their current loyal customers from petrol to electric, but to attract a younger generation which at the moment does not want to ride motorcycles at all. So we think ‘shorter is better’ following the example of what Red Bull has done with supercross. Eventually, electrics will be able to run a full-length race, but not yet.”

Moto-E of course, the electric partner to Moto GP, is now into its fifth season, but using a single supplier (Ducati) of race bikes. E-Xplorer takes a very different path, offering an open class with very few restrictions, so that as many different bikes as possible can take part, the aim being to speed up innovation and see what works best. So far the top ten manufacturers (including the Japanese big four, Livewire, Royal Enfield and others) have all said yes to taking part, but that they’re not ready yet. So for the first season, the specialist start-ups, who already offer electric off-road bikes and make nothing else, have a clear run. Electric Motion, Cake, EMX and Surron will all be in the mix. “We wanted to give all these specialists a good championship,” says Valentin, “so we’ve got a clear road map for the next few years, with a 10year agreement and the major manufacturers coming on board when they are ready. Also we have a mix of private and factory teams, as in Formula E.”

The Riders

As for the riders, most will be from an enduro, trials or MX background, though a few MotoGP people will also take part, which could be interesting. Again, as with Formula E there will be two distinct groups – younger up and coming riders who see this as part of their career path, and older more established stars who want to try something different. Whatever their age, half of the riders will be women, with twelve teams consisting of one man and one woman each, something which was part of the plan

from the start. “There aren’t many motorsports where women and men compete together like this,” says Valentin, “and it was always a priority. For us, this is more important than the use of electric bikes.”

“There is a lot of work to do, he adds, “but this is the way to go. My feeling is that the whole electric thing will enable lighter, smaller off-road motorcycles, maybe just 85 kilos, with lower speeds and less elaborate kit, open face helmets, good for women as well as men – I think this could change the whole perception of motorcycling.”

www.fimexplorer.com

Carbon Footprints

Hang on, if E-Xplorer is flying the flags for electric bikes (and the low emissions that go with them), how does that square with a global race series which involves shipping bikes and personnel all over the planet?

“There are many aspects to the footprint of an event,” says Valentin Guyonnet, “especially logistics. The teams will not have their own trucks, but all the logistics will be managed together and there will be a limit on the number of personnel in each team. We have worked enough time into the season, so that bikes will be transferred from Europe to USA by boat, and again from USA to Asia. So we cannot be zero emission, but we are trying to minimise the carbon footprint. We are trying to keep doing our sport in a way which makes more sense in the 21st century.”

E-Xplorer 2023 Calendar

13th May – Barcelona, Spain

24th June – Crans Montana, Switzerland

29th July – Vollore Montagne, France

16th September – TBA, USA

28th October – Busan, South Korea

18th November – Asia

Above: Two-person teams will be at the heart of e-Xplorer. The riders will be a mix of enduro, trials and MX backgrounds plus even a few from Moto GP

MUCH TO DO

Thorneycroft Solicitors have plenty to get on with this year. Words: Mary Lomas

Thorneycroft Solicitors are looking forward to another busy year – we are committed to supporting the motorcycle community and have exciting plans for 2023. We believe that young people need support and encouragement to enter the motorbike world, and we are really proud that racer Bradley Wilson (Team Thorneycroft 56) has now secured substantial funding to allow his team to develop and grow. Although it has now changed its name, we still wish the team and Bradley in particular all the best for 2023 and we are very proud of what he has achieved.

This year we are supporting Harry Turner, a youngster who is flying high in Trials, Harrison Dessoy, well known in the British Talent Cup, and Eli Banish, also well known in the same series. We are also supporting local racer David ‘Hello Dave’ Glossop and Christian Iddon. Our logo has moved from Christian’s cap to his leathers to keep it fresh!

Thorneycroft Solicitors are proud to continue our support of Mental Health Motorbikes, Upright Derbyshire, and Staffordshire Doc Bikes. Your author (Mary Lomas) will be running 10k around Oulton Park in March to raise money for Staffordshire Doc Bikes – well, it’s one way to get on the track!

Don’t forget the BMF Legal Line, which we are delighted to carry on running. Please do call the line if you have a legal query. BMF members receive a discounted rate for our services, which include wills and probate, powers of attorney, trusts, conveyancing, family law, serious and catastrophic injury, motorbike accidents, employers’ liability, Public/Occupiers’ Liability and Clinical Negligence. Please do call if you have a query.

The roads are busier than ever and it’s even more important that you think about ensuring your

safety while out enjoying your bike. Try and get on a Biker Down, Blue Riband or IAM course if you can and at least check your bike and all of your protective clothing before you head for the road. Unfortunately, a lot of drivers are oblivious to riders.

If you are involved in an accident, remember you do not have to use the solicitors your insurers tell you to use. We would always recommend a specialist motorbike solicitor, as you need someone who will recognise the serious injuries that you may sustain, which sometimes can be subtle. You also need to make sure your solicitor will consider all angles in relation to liability and will not just roll over when the insurers say boo. So if you have had an accident, give us a call and we can advise you of your position in terms of the insurance company and your legal expense insurance.

We hope that you all have a safe year enjoying your bikes. Do follow us on social media to see where we will be over the course of the year with our pop up stand; come and say hello and grab one of our excellent freebies.

ANTRIM AND BACK

180-mile circuit taking in the antrim coast – alaN DoWDeSWell

Top: Ballintoy Harbour, home to fine views and memorable scones

Below: Torr Head road can be a challenge, but worth it

I’ve been a biker for many years and a long-term resident of Northern Ireland, but I never tire of this, one of my favourite routes. It starts from my home town of Portadown, initially on fairly uninspiring A roads towards Carrickfergus, just a few miles from Belfast. When the Titanic was built, thousands of townspeople watched the ill-fated vessel make its first trip into the Irish Sea. The coast road to Larne is not particularly exciting but at the small town of Whitehead you can divert onto the quiet roads of Island Magee, which on a clear day affords views across the sea towards Port Patrick in Scotland. At present, it’s an island in name only, but rising sea levels may well dictate otherwise.

It’s narrow and not for the faint hearted as it twists, turns, rises and falls along the cliffs. There are places where you can stop and take in the view. Leaving Torr Head the road continues to delight and just before you eventually re-join the main road you see the sign to Murlough Bay. The road down is steep and not wide but the view towards Mull of Kintyre (on a fine day) will take your breath away.

Back on the main road and after Ballycastle there’s another worthwhile diversion, the B15 for Kilbane, its ruined castle and glorious sea views –only accessed via very steep steps however.

By now, like me, you’re probably looking for lunch, and it’s just a few miles further on to Ballintoy Harbour – I can recommend the café for its friendly staff, not to mention the scones with butter, jam and cream.

What’s your favourite day ride? Tell us about it in 500 words with a few pictures (high resolution please). You could see it later in motorcycle Rider and receive a BmF gift! Send to: editor@bmf.co.uk

Once beyond Larne, the A2 hugs the coast, with sea views just a glance away – some of the views are truly extraordinary, even for me after 50 years of riding this road. Between the small villages and towns, it provides fast flowing and open bends while Glenarm, with its very own castle, is a good stop for a quick coffee and a scone. After more bend swinging there’s a campsite at Cushendall should you decide to stop overnight. If you ride on, you have a choice at Cushendun: stay on the A2 for fast progress or divert onto the Torr Head road, which is the one I normally opt for!

The route to Portrush is straightforward and the road's quite fast with (largely) open bends, which makes for safe riding. You are unlikely to encounter much traffic outside the height of summer, though Portrush has all you’d expect of a holiday destination, and you could do worse than stop here overnight and sample the Guinness.

The best part of the route is now over, but after a quick (metaphorically speaking) run round the NW200 circuit, I head for home, down the western edge of Lough Neagh, the UK’s largest inland body of water. I’ve lived in Northern Ireland all my adult life but truly never tire of the scenery, the people and of course these fine roads.

YOUR RIDE READY FOR THE NEW BIKING SEASON

It’s been a long hard winter but now it’s time to brush off the cobwebs and get yourself and your motorbike ready for the new biking season.

Most bikers will have their own checklist for prepping the bike before it comes out of winter hibernation. Just in case you don’t or you’re a first-timer, the Bikesure team have come up with their advice to help keep you running like a dream wherever the new biking season takes you.

brakes individually. If in doubt, get a professional to examine them.

3. Top up or replace oil and other fluids

Check the oil, petrol, brake fluid, coolant and any hydraulic fluids. Top up if necessary or, if there is dirt in them or they have discoloured during the winter, drain and replace. It’s a good time to replace your oil filter too. Check on the floor beneath the bike for any tell-tale signs of leaks.

leathers to fit. Try them on before your first ride out and replace them if necessary. Your gloves, boots and helmet will also wear, so think about replacing them for the new biking season. Check your helmet is in good shape too.

7. If you’ve not ridden through the winter, start slowly

Remember, your safety should be your #1 priority. You may not have ridden for a few months so take it steady, be smooth on accelerating and braking, and take time to get a feel for the bike and the conditions.

1. Tyre pressure and tread:

Tyres lose pressure when bikes are left to stand, especially during particularly cold winter periods.

Riding with low pressure is dangerous because handling will deteriorate. Check the pressure in both tyres and at the same time check for cracks in the sidewalls. Inspect the tread too. Worn tyres also affect the handling so if they are not up to the job get them replaced.

2. Brake pads and mechanisms

Inspect brake pads and check for leaks and cracks along the brake lines. Top up brake fluid and test both

4. Make sure there’s life in your battery

If you’ve had the battery on a trickle charge over the winter it should be in good shape, but if you haven’t, give it the once over. If the battery hasn’t got enough oomph to start the engine, or it discharges quickly, replace it.

5. Check electrical components

Test your headlamp, indicators, brake lights and horn. Replace bulbs if necessary and keep a spare set in your tool box, because they could go at any time.

8. Make sure you are road legal

Before cranking her up, ensure you have a valid MOT, road tax - unless your machine is exempt because of its ageand adequate insurance cover.

Bikesure offers valuefor-money scooter and motorcycle insurance you can trust.

6. Make sure you have the right gear to ride in

If you’ve not worn your biking gear since the autumn, don’t expect those

You can even get cover for your helmet and leathers from as little as £29.99 a year.

Call 0800 503 3275 for our best rates.

HERE’S WHAT YOU SHOULD BE LOOKING OUT FOR BEFORE YOU HIT THE ROAD:

My First Bike chris Potter – Honda cB125S

Oh, to be young again! Seventeen, to be precise, a shy, skinny boy who was about to feel freedom for the first time. In early 1978 this came in the form of a 1975 Honda CB125S, bought for £150 with a knackered open-face helmet thrown in for a fiver. With the addition of my old school parka, (complete with smelly rabbit fur hood trim), wellies, and a pair of ex-police mittens, I was ready to hit the highway.

I had been lucky enough to land a place on a year long, ‘job creation’ scheme, learning how to paint and decorate under the guidance of an old hand, and spent most of 1978 riding this wonderful little bike to village halls and other establishments across the county to give them a lick of paint.

My little red Honda had six-volt electrics, points and a kickstarter, with a chain-driven overhead cam adding to the complexity. I had little ‘previous’ in the way of tinkering and didn’t even own a 10mm spanner when I bought it, but this soon changed. Poverty and a certain self-reliance meant that with the help of the ubiquitous Haynes, I was soon changing oil, setting tappets, adjusting chains, changing tyres, repairing punctures, and with the aid of bits of fag paper, setting points. These early habits have seen me well through the last 40 years or so of being a motorcyclist. In fact, I consider them to be an intrinsic part of what the legendary motorcycle journalist ‘Ixion’ called ‘The Enthusiasm.’ Being able to tinker is one reason why I still tend to ride older machines.

The local lads I hung around with at the time tended to ride two-strokes which were faster, smellier and less economical than my little Honda, though it did on one occasion achieve

68mph on the speedo. This was whilst lying flat on the tank with the needle hovering around the 10,000rpm mark, (the CB125S ‘sports’ model, had a rev counter!). This rather scary event was not repeated and I tended to prefer tootling along country lanes at around 40mph, another habit that has fortunately lingered. Where the CB125 surpassed itself was in fuel economy, and I could regularly exceed 110mpg. As petrol cost around 70p per gallon at the time, it was dirt cheap to run, and I recently calculated that the Honda could have taken me from my home in County Durham to Dover and back for £5. That’s if I’d had the nerve or need to do so. How times have changed.

Do other riders sometimes have a tune in their heads when riding? I remember the one that used to accompany me along the lanes on that little Honda – Black Betty by Ram Jam. As for other bikes, I have owned quite a few, but tend to keep them for a long time. I’ve had my T140V Triumph for almost 40 years now and my ex-plod R80RT for 25, as well as other stuff. I wish I’d never sold my little Honda, which went to finance a 250 that would take me round the Lakes. But I see that KEF 537P is still on the DVLA database – I’d love to have him back!

What’s your First Bike?

Do you remember your first bike? Of course you do – tell us the story (in about 500 words, preferably with a picture) and we’ll print it in Motorcycle Rider. Send your My First Bike story to editor@bmf.co.uk

Bloo D Bike S

Police, Ambulance, Fire Brigade...and Blood Bikes. Britain’s 4th emergency service depends on motorcycles

Remember a few years ago when the AA ran an ad campaign claiming that they were the ‘4th Emergency Service’? Well, here’s a far better candidate – free at the point of use, often on call 24/7 and it saves lives – Blood Bikes.

Blood Bike groups have come a long way since the early 1960s, when Londoner Margaret Ryerson set up a group of volunteer riders to transport blood to hospitals around the capital. They used their own machines, wore their own kit and (in those early days) even paid for their own petrol. There’s a short film on Youtube (where else?) circa 1964, showing a young chap dropping the lawn mower to leap onto his Speed Twin and scoot through the outskirts of London with a leather holdall of urgent medical supplies bungied (yes) to the rack.

Things are very different now. Not only are Blood Bikes more professional, with 350 fleet bikes on tap, top quality riding kit and every rider with an advanced qualification, but they are busier than ever. Just over ten years ago, all the Blood Bikes groups in the UK did about 24,000 jobs between them. By 2016 the number of runs they did had doubled. Five years on, the effects of Covid, lockdown and an increasingly stretched NHS saw the workload rocket to over 145,000, of which nearly 5000 were emergencies. Over 600 busy A&E hospitals, Air Ambulances and laboratories make use of the service, which delivers not just blood but platelets, plasma, human tissue samples, breast milk and surgical instruments. They can even mount a kidney dialysis machine onto the back of a bike and deliver that wherever it’s needed.

Little wonder that the number of groups and volunteers has also ballooned. Back in 2008, the five groups then in operation got together to form the Nationwide Association of Blood Bikes (NABB), whose job it is to help spread best practice, promote the service and make sure that every part of the NHS knows where their local group is. There are 32 groups now, all affiliated to the NABB, plus four more in Ireland, staffed by over 4400 unpaid volunteers. Most groups have been set up in the last decade, but the oldest (Yeovil Freewheelers) celebrates its 45th birthday this year. And just to underline the usefulness of all this work, Freewheelers alone saved the NHS £200,000 in transport costs in 2022.

The Cost of Care

Fund raising is crucial, as every group has to be self-financing, and none of them take any income from the NHS. Given the level of professionalism expected (all groups now have formal agreements with hospitals on the service they are expected to deliver), running these groups isn’t cheap, and Yeovil Freewheelers reckons it costs about £5000 a year to run and maintain just one bike. “Local dealers do the servicing, and will often give a good price, because of who it’s for,” says NABB’s publicity officer Kirsty Lawrence. “Covid was a bit of a double-edged sword for us, because not only did demand rocket but we couldn’t get out and fundraise. Loads of people on furlough wanted to volunteer to ride, but they couldn’t get their advanced riding certificate because of lockdown....BP provided free fuel over lockdown, which was a significant help because we couldn’t fundraise but were covering more miles than usual.”

So the Blood Bike fundraisers are crucial, especially as all of those 350 bikes have been purchased by the groups themselves. Rattling a tin outside Sainsburys, organising a coffee morning or touting for corporate sponsorship might not be as glamorous as riding a blue-lighted bike, but it’s just as vital. Other volunteers act as controllers, taking calls from hospitals and sending riders out to do the job, or help with admin or maintaining equipment.

But of course, it’s the riders you want to know about. All have to come with an advanced qualification, and the volunteer has to organise this themselves – it can be any one of IAM, ROSPA, the Police or Forces advanced certificates plus of course the BMF’s Blue Riband (gold). Anyone working towards their piece of paper can join the local group as a non-rider, helping out in other ways until they’re able to get out on the road. “Quite a few decide to step forward after having been involved in accidents themselves,” says Kirsty, “and volunteering is their way of giving something back. They also have the option of riding a range of different bikes, which is nice to do...”

The shifts vary between the groups and how busy they are. Northumbria does a full shift of 12 hours (with breaks of course),

a half-shift or a four-hour run which consists of regular deliveries. Some groups have riders officially on call for up to 72 hours. “As we’re often busy,” says Kirsty, “they can be out on the road as soon the shift starts.”

Which Bike?

Now then, the bikes. Some groups still use the riders’ own bikes, but most seem to buy their own fleet machines, and what they choose is up to them. “Different groups have different preferences,” says Kirsty Lawrence. “Some people insist on shaft drive, others don’t like it. A lot of our riders love Pan Europeans, and some used to run Triumph Trophys.” Naturally there’s a good selection of BMW RTs and at least two groups (Blood Bikes Scotland and the London & Surrey group) are using electric Zero SR/Ss.

By far the most popular bike is the (now out of production) Yamaha FJR1300. So suitable was it for Blood Bike work that the NABB commissioned its testing and verification to Home Office standards, so it’s virtually to Police spec, with the addition of a specially made large rack and suitable graphics. Over 200 FJRs were bought by the groups, and they must have been happy with them because NABB has put the MT-07 and 09 through the same approval process – the first of these should be going into service as you read this.

All of these bikes cover a lot of miles and Northumbria group’s fleet of 13 bikes and six cars clocked up 275,000 miles in 2022, thanks to the big geographical area it covers. They tend to get sold on at 80-100,000 miles, so they’ve all seen a bit of life, but not all of those miles will have been in full emergency mode. In fact, across all the groups only a minority of call outs are actual emergencies – most are routine and all groups have regular runs to keep the clinics, smaller hospitals and air ambulances topped up with supplies.

Whatever machines Blood Bikes use, and whoever rides them, it’s clear that they are an increasingly essential service, helping the NHS through very difficult times, saving money, lives and resources purely through volunteer effort. ‘Fourth Emergency Service’ is about right.

www.bloodbikes.org.uk

Fe D e RaT io N

JohN hiND on the Uk’s leading club for combos

o F S IDECAR C LUBS

The Federation of Sidecar Clubs (FoSC) exists to promote sidecarring as a fun and popular niche within motorcycling. Like other motorcycling organisations, we are keen to give our members a voice in all issues affecting motorcycling in general, and sidecars in particular.

FoSC Officers

Adam Fenton (Webmaster), Matt Little (Technical Officer), david Angel (President), John Hind (Chairman), John Askham (regalia), Barbara Jolliffe and Paul Chadwick (Vice Presidents), Stephen Wood (Outlook editor), Mike Buyers (Treasurer), Andrew ross (Membership Secretary).

Contact:

Membership Secretary

ar@sealview.com

www.sidecars.org.uk facebook.com/ FederationofSidecarClubs

People ride outfits for all sorts of reasons. Some because they want to take their kids or their dog along, or because they want to be able to travel with their partner in more comfort, with better weather protection than is possible on a solo. Some of our members travel alone but simply prefer the additional carrying capacity and the driving characteristics of a combination. No two outfits are the same and we welcome all riders and all styles of outfit. At Fed events you are likely to see some technically very advanced outfits, as well as classic combinations and all sorts of modifications to suit the style and requirements of the owner. Apart from our membership of the BMF, we are affiliated to NABD, as a sidecar is often a way of continuing motorcycling if the rider has disabilities.

The FoSC’s structure allows for both individual members and those of affiliated sidecar clubs. Most, but not all, of these are organised regionally and many of our local groups started way back in the 1950s. The Federation itself was formed in 1958 (and thus pre-dates the BMF!) at The Fox in Burwell, Cambridgeshire.

Clubs may organise events for their own members, as well as events to which all

Fed members are invited. Total membership is currently around 500 and is holding up well. Rallies, day meets and camping weekends are held throughout the year, even in the winter, with the premier event being the Annual Rally every August Bank Holiday.

We have a technical officer who can help members with fitting and handling questions and an archive of material about building sidecars and sourcing materials, accessories etc. We have always maintained close ties with the sidecar industry in the UK. Watsonian Sidecars of course are still active and David Angel of F2 Motorcycles (importer of Chang Jiang and Jawa) is our current President.

The Fed logo is a handshake across the globe and we have strong international links with sidecar clubs all over Europe, Japan, the USA and the Antipodes amongst other places, with an International Representative who fosters these contacts. There is a full-colour bi-monthly printed magazine Outlook and a website, which is currently being overhauled.

To find out more about FoSC membership, please contact the Membership Secretary Andrew Ross.

Do WN Yo UR WaY

ALL THE BMF cONTAcTS yOU NEEd

SCOTLAND – REGION 1

Regional Chair - Tom Duncan 01506 842131, 07887 835321 tom@tomduncan.co.uk

aYRShiRe - Pauline Speirs 01560 321791, fastrakscotland@aol.com

GlaSGoW - Nick Elliott 01416 379305 drnickelliott@gmail.com

NORTH EAST– REGION 2

Regional Chair - Alex Parsons-Hulse 07702 229 311 bmfregion2rep@bmf.co.uk

BiNGleY - John Lancaster 01274 560174, john-lancaster@sky.com Tina Walker, 01377 217242

MIDLANDS – REGION 3

CoVeNTRY aND WeST miDlaNDS

John Nelson, jsnlsn@btinternet.com

DeRBYShiRe - John Hutchinson 07876 756 356 hutchpeaks@btinternet.com

WaRWiCkShiRe - Mark Lunt 07767 870117, mark.a.lunt@gmail.com

NoTTiNGhamShiRe

Jerry Hough, 07825 997969 jerry.hough@mail.com

heReFoRD aND WoRCeSTeR

Frank Whittaker, 01531 635843 frankwhittaker62@gmail.com

liNColNShiRe - Mitch Elliott 07982 802 588 elliott.mitch@gmail.com

ShRoPShiRe - James Ellerby jamesellerby@btinternet.com

STaFFoRDShiRe - Jeffrey Brook 07401 070 934 jeffbrook89@outlook.com

EAST ENGLAND – REGION 4

CamBRiDGeShiRe - Tim Flinders, 01223 212721

LONDON– REGION 5

Anna Zee, anna.zee@bmf.co.uk

South london Charles Deakin 07951 978 283, deakie57@live.co.uk

SOUTH EAST – REGION 6

BeRkShiRe - John Ward 01344 428667, 07880 645970 john.c.ward@hotmail.co.uk

hamPShiRe - Ian Hammond 07989 531121 iphamonda@googlemail.com

keNT - Mike Gallafent 01322 400775, 07503 165035 michaelgallafent@yahoo.co.uk

oXFoRDShiRe - Hugh Jaeger 01865 554814, 07762 093310 hugh_jaeger@hotmail.com

SURReY - Michael Gray hello@graymic.co.uk

WeST SUSSeX - Mark O’Dwyer 07824 554 927 markodwyer67@gmail.com

SOUTH WEST – REGION 7 Regional Chair - Jim Peel-Cross 01249 819671, 07470 899546 jimpcross@hotmail.co.uk

Deputy Chair - Adrian Lambert 07971 908 604 adrian.lambert@mac.com

BaTh - Carenza Ellery 01225 835599 07962 076370 cbx550mini@gmail.com

BRiSTol - Alan Maynard 07305 544 884 excalibur08@blueyonder.co.uk

CoRNWall - Tiffany Coates 07805 078062 tiffanycoates@hotmail.com

DeVoN - James Maynard 07791 412 957 maynard23@live.co.uk

DoRSeT - Adrian Lambert 07971 908 604 adrian.lambert@mac.com

SomeRSeT - Rachel Lawrence 07786 736 526 rachellawrence9@btinternet.com

WeST WilTShiRe - Les Simper 07789 354371 leslie.simper@btinternet.com

SoUTh WilTShiRe - Roger Stone 07928 822671 r.stone703@ntlworld.com

WALES – REGION 8

CeNTRal WaleS - Phil Harries 07968 168486 dpharries1@aol.com

SoUTh WaleS - Steve Preston 07906 167 357 steve@stephenjpreston.com

NORTH WEST – REGION 9

Regional Chair - Peter Laidlaw 07939 260524 peter.laidlaw@ntlworld.com

Numbered Regions

CheShiRe - Jim Bradburn 01606 836782 jimbradburn@hotmail.co.uk

CUmBRia - David Kershaw 01697 742 201 david.kershaw@bmf.co.uk

eaST laNCaShiRe - Mick Gibbons 07940 816492 mick.gibbonsindarwen@googlemail.com Steven Bartley, 01254 278187 ste.bartley@googlemail.com

WeST laNCaShiRe - Dave Barton 01772 455018, 07971 519004 bmf_r9@notrab.co.uk

NORTHERN IRELAND- REGION 10 Regional Chair - Howard Anderson 07918 903497 howand@hotmail.co.uk

Co. aNTRim - David Gillespie (club liaison) 02893 350495, 07882 525777 gwocni@hotmail.com

COUNCILLORS

R1 - Kona Macphee, 07747 651 877 kona@cloverleaf.scot

R2 - Alex Parsons-Hulse 07702 229 311 bmfregion2rep@bmf.co.uk

R3 - Mitch Elliott, 07982 802 588 elliott.mitch@gmail.com

R5 - Juergen Buechner, 07786 931 729 jwbuechner@mail.co.uk

Jim Freeman, jim.freeman@bmf.co.uk

USEFUL CONTACTS

Jim Freeman, BMF Chair jim.freeman@bmf.co.uk

R6 - Norman Powers, 01635 254 154 pollard1942@mail.com

R6 - Neil Smith, 07961 576 624 gunnersmith1959@gmail.com

R7 - Adrian Lambert, 07971 908 604 adrian.lambert@mac.com

R9 - Anthony Beard, 07944 661 779 anthonybeard@blueyonder.co.uk

R10 - David Gillespie, 07882 525 777 gwocni@hotmail.com

NATIONAL AND ONE-MAKE CLUBS FORUM (NaOMC)

Chair - Stephen Davenport stephendavenport98@me.com

Secretary - John Gardner 01695 622792 john.gardner119@gmail.com

NaOMC COUNCILLORS

Tim kirker - Vincent HRD tim.kirker@zen.co.uk

John Gardner - TOMCC john.gardner119@gmail.com

Jacqueline Bickerstaff - Vincent HRD jacqueline.bickerstaff@btinternet.com

John Nelson - TOMCC jsnlsn@btinternet.com

John Nicholas - Ducati bmfrep@docgb.net

Pete Wilson - BSA Bantam secretary@bsabantamclub.org.uk

Sheonagh Ravensdale, Communications Director sheonagh.ravensdale@bmf.co.uk

Peter Laidlaw, Director of Member Services peter.laidlaw@ntlworld.com

Howard Anderson, Finance Director howand@hotmail.com

Anna Zee, Political & Technical Services Director anna.zee@bmf.co.uk

Emily Rochester, Government Relations Exec emily.rochester@bmf.co.uk

Alex Parsons-Hulse, Reps Liaison Officer bmfregion2rep@bmf.co.uk 07702 229311

Steve Gibbons, Advertising Manager steve.gibbons@bmf.co.uk 07394 015726

Helen Hancock, Admin & Anything! admin@bmf.co.uk 07918 903 500

Membership Secretary membership@bmf.co.uk 0116 2795 112

MORE BMF REPS NEEDED!

If your county is not listed and you would like to be a BMF rep, we would love to hear from you - please email admin@bmf.co.uk

WRONG NUMBER?

If these aren’t the right contact details, let us know at admin@bmf.co.uk and we’ll put it right.

Motorcycle

Funerals we create an alternative send off for your Special Someone. Our fleet serves England, Scotland, Wales, Northern Ireland, and includes Isle of Man, Channel Islands, Isle of Wight, regardless of weather, we will be there in rain or snow, with our weatherproof sidecar hearses, as we have for 20 years. Even during the current pandemic, we have strived for funeral service excellence and travelled across the UK to make sure everyone has a safe, celebrated and dignified final journey.