Sidecars on line 10

The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On Line

Available Bi-Monthly

Issue 10 – April 2014

Three Classics at the Scottish Motorcycle Show.

Vincent Steib outfit, World Champion Freddie Spencer, and outfit owner Vic Mathers

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Contents this Issue Editorial – Recent personal sidecar activity, including some necessary improvements Scottish Motorcycle Show 2014 – Account of another long, busy weekend as again sidecars prove to be an attraction Insuring a Sidecar Outfit in the UK – No longer an easy task that illustrates insurers probably need educating Oscar's Odyssey – One Hell of a Ride – Part 2 – Conclusion of a memorable ride in Norway along with a “really nice guy”.

SideLines – Is traffic related legislation selectively applied in the UK ?

The Plastic Revolution, More Evolution ? – Plastics are widely used in motorcycling, and could they be used even more ?

Are You Sitting Comfortably ? – Ways to make the ride more comfortable, unless, of course, you're a total masochist.

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Editorial Another year, and the usual panic over sorting the inevitable and the arisen in our personal sidecar world. As usual, the annual road tax on a couple of vehicles, the family four wheeler, and the BMW outfit. Inevitably the issue of the turbo diesel car costing ÂŁ30 for the year, against the bike and sidecar being more than double the figure. All to do with official attitudes regarding relative output of determined pollution. Plenty to debate, but not now.

At the same time consideration had to be given to insurance renewal for the Vmax outfit. More on that elsewhere in this issue. However, upcoming events and commitments meant dealing with known and emerging things to address on the BMW outfit. General checks and maintenance were normal, and most things had already been dealt with for the weekend of our annual February club event. Most was well, so the indoor camping at Thixendale in North Yorkshire went well. Some things remained in preparation for the longer trip to Scotland for the Scottish Motorcycle Show, again more on that in this issue.

New suspension units were fitted to the BMW's leading link forks. A test ride indicated that the original springs were too strong, so lighter ones, already supplied

by Dave at Dampertech, were easily fitted. The ride to Scotland and back suggests that it might be best to fit even lighter springs, which now needs to be done in the days to come.

There is one other thing to resolve and that is fixing the problem of the BMW's dormant cooling fan, which, despite efforts to resolve, doesn't work. Not unusual with a K, sadly, but a remedy is in the pipeline and will be resolved as soon as the Vmax outfit is up and running. The fan has hardly been required when the outfit has been used in recent cool weather, but obviously needs attention.

However, back to the Vmax. Despite our general satisfaction with this latest addition to the family, some things have demanded resolution. Not least of these has been the fitting arrangement of sidecar to bike. The most significant issue was the main, double tube fixing arrangement, being simply too low, and has been prone to fouling even mild road irregularities. Equally, we became aware that some clamp fittings had been welded to prevent repeated movement of the bike relative to the sidecar. In a nutshell, there was inadequate triangulation.

Consequently, the opportunity to correct this has now been taken. Separating the bike from the sidecar, removing the offending connection arrangement, and revising to correct a clearly undesirable situation. Other minor amendments are in the pipeline, but they are jobs that can be done more leisurely.

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This time around it's worth mentioning a few things related to this issue. Firstly, a reflection on our recent involvement with the Scottish Motorcycle Show near Edinburgh. Having been involved with the classic element of this event for a few years now, it is worth mentioning the support received from our sidecar friends north of the border. Without Bob, Denny, and Norrie, it would have never been possible to consider a sidecar display in the first place, never mind since. Enthusiasm doesn't even come close to describing their contribution.

Of course, others have joined the happy band, some for valuable, repeat performances without which we couldn't confidently say that the display has improved and become a feature of the entire classic display. Our machinery may not quite shine in the way that some do around the Lowland Hall, but this doesn't change the interest created. Thanks due to Kenny, Michael, Martyn, Kev, Adam, and Vic for providing their outfits at the show.

Finally, no apologies for a slightly longer Oscar's Odyssey this time. The second part of his epic Norwegian ride justified being concluded rather than concluding later.

Hope you agree.

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Scottish Motorcycle Show 2014 The annual motorcycle show held near Edinburgh in early March has become part of our sidecar year. Despite the chance of seasonal weather influencing the weekend event, plus the nature of our journey to and from southern Scotland, the Scottish Motorcycle Show at the Royal Highland Showground has become something to which we now both welcome after the drab days of winter.

When first asked to organise a sidecar display within the Classic part of the event, it was apparent that we might be invited to have a broader brief, specifically to help out with the entire dsiplay of classic motorcycle machinery. Reason being that in a previous existence we had been part of the show team at all five of the Vintage Japanese Motorcycle Club's Uttoxeter Classic shows, an event sadly no longer held.

Our positive memories of this meant the request from VJMC stalwart and National Coordinator, George Beer, who led our little Uttoxeter team, to get involved with the Edinburgh show was a no brainer. Besides, it was chance to promote sidecars.

Before the crowds arrived From the outset we gained sterling support from known sidecar folk in Scotland, notably Norrie Milton, plus Bob and Denny Smith. In due course, Kenny McClennan joined the north of the border sidecar crew. Previous to this show, well known sidecar enthusiasts from England became involved, Mike Wadsworth for a couple of shows, and Martyn Aves for one. These two still enthusiastic despite the rigours of snow affected travel in 2013, but unable to participate this year due to work and family commitments.

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For the record, our ride north from West Yorkshire on the BMW Saluki outfit was memorable for different reasons. An initial 70 miles of sometimes damp, sometimes dry roads with our usual mid morning breakfast stop in Cowan Bridge on the A65, followed by a steady, mixed conditions ride up the M6 and into Scotland. First fuel stop at Gretna identified fuel consumption of 47 mpg (UK gallon), very acceptable considering our speeds and the sheer weight of our rig. Regular cruising around 65 mph with odd bursts up to 70ish officer, plus some notable climbs. Well pleased.

This year the display was enhanced by others prepared to travel from England, Kev Wright, plus Adam and Steve Fenton. Six of our initial seven sidecar outfit entries were all ridden to the event, not something that could be said for many classic entries, although in many cases that is probably understandable. Our sole trailered outfit, Kev's Jawa 350 outfit, had the added attraction of its own camping trailer, so time and distance constraints involved justified the journey from the English Midlands to Edinburgh being covered courtesy of a van. No shame in that.

Part of the Federation of Sidecar Clubs display A late addition to our sidecar display was a true classic outfit in the shape of a Vincent Rapide with Steib, which added a fine touch to what proved to be a very popular display for other exhibitors and the paying public. Thanks to our new friend, Vic Mather for his enthusiasm and positive contribution to everyone's weekend with such a classy outfit. Oh, and it started first kick despite having been transported to Edinburgh along with other very special classic motorcycles.

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More of the sidecar outfits that enhanced the display The show itself involves a lot of physical effort to set up before the show, as I knew to my cost when retiring to my bed on the Friday evening. Arranging display areas, locating bikes and other equipment, walking countless distance in a very large hall, and certainly not eating and drinking appropriately takes its toll. As my other half points out, we ain't getting any younger. Might be a youngster in your head, some might say still got to grow up, but the body is less cooperative than it might have been. Cramp, aches and pains in the legs, all conspired to make for a restless night.

Sight & Sounds proved popular, especially when relocated on the Sunday to a more acceptable situation

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Saturday was generally good. A slight negative being the Sight and Sound display when some bikes are started to provide the experience of hearing different engines.

The negative was the original location close to a large door at the end of the hall.

Serious noise levels of a few bikes, plus fumes caused some concern, but we survived.

A suitable alternative location was soon agreed for the Sunday.

Saturday proved successful, as did the involvement of the show's special guest from the USA, Freddie Spencer, ex Honda works rider and notable as the first senior class (500cc) champion for the Japanese company, and the last man to win both 500 and 250 world titles in the same season. Freddie was outstanding throughout the weekend, ever prepared to meet, chat, and be involved. A measure of the man and his approach was accepting an invitation to spend Saturday evening, along with his partner Alice, with members of the CBX Riders club at a pub alongside the famous Forth Bridge.

Good on you Freddie, and well done Mike Harper of the CBX Riders, for illustrating what is so positive about the motorcycle fraternity.

The prize giving with Freddie Spencer went well, although as ever this aspect of the show is influenced by its own culture.

Sole surviving Don motorcycle made in Aberdeen, Scotland.

The classic motorcycle scene is a mixed crowd. There are those, who are simply pleased to be involved, satisfied with positive reponses for their restoration efforts with a few likely to be rewarded because their bike is special, or rare. Some accept that prizes sometimes have to be spread around to encourage participation. Then there are those who question, be it openly, or otherwise, why their entry didn't gain recognition. Suffice to say that diplomacy is an essential part of being involved.

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Vic Mathers' 1953 Vincent Rapide/ Steib outfit won the best sidecar prize and he was pleased when Freddie Spencer posed with him and his vehicle for photographs.

Freddie Spencer partnered by Vic Mathers !

Too soon, the show was over and we helped clear the Lowland Hall. A modified registration system, and new parking arrangements for exhibitors proved successful, and the hall was mostly emptied an hour after the show closed. Undoubtedly, our joint experiences with the other folk, who form the small Classic Show team, have helped us to modify and hopefully improve how the operation is run.

A key factor is that over a relatively short time we have built up positive relationships with clubs and individuals that make the exercise worthwhile and so enjoyable. Tiring it may be, and at times stressful, but considering the nature of the show perhaps this isn't surprising. One thing we do say, the Classic element of the Scottish Motorcycle Show is a major feature, and without it probably the entire show wouldn't be so attractive. However, we might be biased. We plan to return next year and again do our best to promote sidecars.

The Monday ride home was good with dry, mostly sunny weather for the 260 mile journey home. One stop for food and fuel at Penrith was necessary, the outfit performing near faultless. Nearly because the cooling fan has stopped working, not uncommon on the BMW “brick� models, so things got a little warm in urban traffic 20 miles from home. We survived, but now need to get busy with resolving the problem.

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Insuring a Sidecar Outfit in the UK Sidecar ownership and riding in the UK is influenced by a number of factors, not least of all insurance. Back in the mists of time when sidecars were everyday transport for many thousands of families, and long before the status symbol of the family car, there was a simple rule of thumb. No doubt influenced by less congested roads, but probably down to motorcycle performance capabilities, the rule of thumb for legally required UK vehicle insurance was to pay 50% of the insurance rate for a solo machine. So, hitch your typical British single, or twin (not many fours then) to a sidecar and voilรก you paid half of the regular premium. Alas, no more.

Some years back multi motorcycle insurance policies were popular, allowing owners to insure several machines on one policy, in our case a Honda 750 sidecar outfit, a winter 250 MZ outfit (both bike and sidecar mated at the factory), plus a solo 125 MZ for the daily ride to work. The Honda determined the premium level, as the bigger, more powerful machine, and the others were simply tagged on at no apparent extra cost.

Again, and alas, not quite an option anymore, although some insurers make reductions for insuring several vehicles.

Unlike times past, the greatest difficulty now appears to be the lack of insight by insurance underwriters and brokers into what exactly a sidecar outfit is all about. In the vast majority of cases, they just don't fully understand. Consequently, the annual renewal of insurance for a bike and sidecar set up has become something of a challenge, precipitated no doubt by insurers doing less and less business as sidecar ownership and use has gone into some decline.

The 1989 BMW K bike with a sidecar, fitted with Wasp leading link forks and other modifications to make the thing work safely and satisfactorily, is on a classic insurance policy. The cost is very attractive and offers the worthwhile addition of UK and European breakdown recovery. On the other hand the much newer, higher value 2008 registered Yamaha Vmax with sidecar has proved slightly more complicated at 2014 renewal time.

A renewal quote was received from the original insurance company and whilst more costly than the BMW, seemed acceptable considering the nature of performance and value, twice that of the older vehicle. However, things did not turn out well when about to commit to the requested premium, as details were discussed on the phone.

Rather than simply proceeding with payment, and wishing to be open and honest about the contract I was about to enter into, I contacted my existing insurer. Not for the first time, renewal documents failed to identify the all too obvious modification of a sidecar being fitted. This was clarified as fine, after advice had been sought, so all still seemed well.

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Then, in the interests of having an accurate declaration, something insurers are known to lay great store by, I clarified, just as when taking out the original policy one year before, that professionally produced Hedingham's Unit leading link forks were fitted.

On highlighting this, “guidance” was again sought, whilst I was again put on hold. A minute later the representative advised me that the original insurer could not provide insurance cover, but an alternative company could. Unfortunately, the original renewal premium had risen by £60 ! A 30% increase for something that enhanced the whole plot, and had been previously identified, but was no longer on record.

The overwhelming feeling was not simply of inadequacy on the part of the company I was dealing with, but also that in seconds someone had determined that the fitting of an accepted sidecar outfit modification was in some way worthy of a significant premium increase.

The consequence of all this was that a visit was made to a specific internet comparison website to check out possibilities. Whilst the online quoting didn't cater for something as bizarre as having a sidecar fitted, realistically not a surprise, it was possible to determine possibly favourable companies, by assessing guideline quotes for a solo VMax. So, having chosen a few, the process was to start verbal enquiries with, “Do you insure sidecar outfits ?” No point wasting time. As it turned out an early enquiry resulted in doing business at around the same cost as what the previous insurer had quoted for renewal. Desired additions such as UK and European recovery are part of the package.

The problem appears to be a mixture of things, just as it can be with insuring a solo motorcycle, but the overwhelming thought is that those involved with providing and selling insurance really have no idea about sidecar outfits. A puzzled response on the phone is hardly encouraging when describing a modification, or addition, even if your requirement is rare compared with normal business.

A consideration is that some insurers have been known to be restrictive in their acceptance of modifications. It can be appreciated that a sports solo motorcycle with numerous changes, suggesting even more extreme performance can indicate potential claims, or a risk taking owner.

In the case of sidecars, perhaps there is an argument for those actually involved, i.e. manufacturers, dealers, and actual practitioners to take the initiative and talk with those who sell insurance. Worth trying, if only to make sidecar insurance more transparent.

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One Hell of a Ride – Part 2 The next day, and our second ferry crossing from Bognes to Skarbotnet. Nearly all the old ferry crossings are now defunct. Elegant bridges now span some very wide fjords, a shame as the ferries gave time to gaze at the scenery. From here, to Narvik and beyond, the road got more twisty and narrow. Stayed the night in a “hutte” at Heia.

Sunday turned out to be a bit of a sweat. Nothing due to the weather, which was keeping fine, more to do with finding petrol. Many fuel stations were closed on Sunday. Most petrol stops were rarely more than 100 miles apart. The “Fodders Guide” stated that travellers would have trouble getting fuel at any stage of the journey. Also, no places would accept credit cards. Both statements were not true. We topped up the tank at every filling station we came across. I also carried a gallon of fuel in a container for emergencies.

A Long and Winding Road

After filling up at Alta, and just before we arrived at Russens, our last stop before the “North Cape”, we saw our first reindeer, a live one that is. So, as our “Fodders” guide tells us, switch off our engines so as not to scare the animals. As soon as the engines stop, all the reindeer prick up their ears and heads then gallop off into the distance. It’s obvious that the reindeer here are very much used to the sound of passing vehicles. It’s when it goes quiet that they get alarmed. I think I may just ask “Fodders” for my money back.

Monday was cloudy but clear, promising a good day and just a short hop of 85 miles to our destination. Our route took us under the longest tunnel yet, a 2 mile ear popping descent, and an equal 2 miles back to open air. 62 Krona for this privilege. Just short of the “Cape” we stopped at Honningsvag. Here we had a meal and bought the must have souvenirs. A good move this, as food and trinkets up at the “Cape” were a right rip off.

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At last, we arrived at “NordKapp”, just one more tiny rip-off to negotiate. 175 Krona to enter the “NordKapp area” That equates to about £13.50. In the parking area there was a sea of camper vans, nearly all German. The thing is, on our ride up to the “Cape” we had hardly seen any signs of tourists. Now you couldn’t move for them.

We did the usual thing, photographs and the like, but now that I there I wanted to be on the way back. Mission accomplished. In fact, where “NordKapp” is situated, it is not the actual furthest North point. The true “North Cape” can be seen on a peninsula just to the West of there, but I suppose it must be more accessible for “Joe Public” where it is now.

Another goal Achieved

Our plans for the ride back, were to go by way of Finland, stopping off at Rovaniemi, the place where Santa Claus lives, spending the year making toys for all the girls and boys. I thought this would tie in nicely with my charity appeal. From Rovaniemi, we were to ride down the East side of the Baltic to Turku, then catch a ferry across to Sweden and on to Bergen. Alas, my damaged foot was not improving, so it was decided that it prudent to go back the same way we came. On the way back from “NordKapp” we again stopped in Honningsvag for food. Same café, same good value.

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Whilst there, we spoke to a group of trawlermen and one trawlerwoman. They told us of a quicker route back to the E6 route, which runs all the way down Norway. This route took us down Finland, just touching on Sweden, then across to the E6 at Skiboton. This route avoided all the ins and outs of the fjords, which add miles to a ride.

So, after another night in the same “Hutte” at Russens, we made our way to Alta. Here we topped up our tanks and headed off down the road to Finland. I must say, the roads were better in Finland, plus the speed limit was higher meaning we could make better time.

We eventually came to Enontekio where we had to make a decision. You see, we had passed two filling stations, both closed. Was it wise to carry on along this road and risk running out of fuel ? We thought it better to take the right turn here and head back into Norway.

A few miles down this road a filling station came into view, well lit up, so we pulled in. Then the lights went out and the attendant came out of the kiosk locking up to go home. No amount of pleading would make him change his mind. His excuse was something like, “If he stayed to help every latecomer, he would never get to go home” So we carried on, ran at reduced speed, and freewheeled on downgrades. Both motorcycles went on to reserve, and the spare fuel I had carried all the way from near Bergen came to the rescue. We must have been running on fumes, when we reached Skibotn on the E6.

A few miles further on we pulled in at a decent camp under the mountains at Nordjosbotn.

In the next cabin was a young woman, who worked for the government. Her job was to trek into the interior, checking on all things to do with the environment. She had driven up from Oslo and would do a three day trek staying in the wilderness cabins that are situated at various places. I thought that she was really brave. She thought it was quite normal .

The next morning we set off under low clouds, but dry, passing through Narvik and Fauske, filling up at both places. On this leg of the trip I counted 20 tunnels passed through in the day. We eventually pulled in at Nordnes camp at Rokland. We had used this camp on the way up. Strangely this time it cost us 55 Krona more. This days mileage was just over 300.

The next day, we again crossed the Arctic Circle. Then after topping up the tank at Moi Rani, I had the only bike problem of the trip. The petrol pump stopped working, eventually traced to a broken wire. The days ride took us to Grong and 245 miles covered. The next morning, whilst in Grong, we pulled into the commune there. Here we changed our Swedish and Finnish paper money into Norwegian, plus contacted the shipping line to change our sailing back to U.K. A very helpful young chap did the business for us on the telephone.

As we reached Trondheim, we got caught up in our one and only traffic jam. The road we were on went from a three lane highway, down to a single lane, and then to a narrow bridge over a railway line controlled by traffic lights. Of course, being on solo motorcycles, we filtered down to the front of the queue. This being the best part of 1.5 miles. After this hold up, it was a good ride way up into the mountains.

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Once more crossing the Arctic Circle

At days we pulled in to a campsite at Kvittering and rented a room for the night. We intended stopping at Oppdal, but the 260 mile ride covered that day got in the way.

Saturday dawned very cloudy with hints of blue. This should be a steady ride to Fiorde, the same lodge that we used on the way up. We then struck the first bad weather of the trip. It rained really hard all the way to Stryn where we topped up and hung around a while contemplating the rain while having lunch. The rain soon gave way to sunshine once more.

On this leg of our journey we had a great ride around the fjords. As we climbed out of Oldenfjord it started to rain heavily again.This time we kept going until we reached Fiorde and our beds for the night. When I say night, all that happened was it went a little gloomy.

Sunday dawned, wet and cloudy, so we took it very careful. Someone told us that two cars had crashed during the night on oil that had been deposited on the road in the hills. Not knowing the oil location, we travelled miles at reduced speed. Not much fun and no oil was encountered. We arrived at Bergen just before 14.00 hours and joined a long queue of motorcycles, more than we had seen for the whole trip. We soon got to know the reason.

The F.I.M. rally this year was held in the Isle of Man, and this jolly crowd of bikers were on their way to the event. As I took off my helmet, a motorcycle combo rolled up behind us. It was none other than Bob & Mary Parsons of the Federation of Sidecar Clubs, who had been touring Norway as part of, I believe, their 40 th wedding anniversary. Also joining the queue, the previously met BMW couple, who didn’t make it to the Cape, but went to Bodo, joined a rally and won the Long Distance award.

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On the sea journey back, the bunch of bikers really let rip. On board, as part of the entertainment, was a rock group, which was just the ticket. Lots of passengers were on a two day sea excursion from Newcastle to Bergen. When the Bikers got dancing, everyone got involved. Most of the women swept off their feet by the bikers, whilst their husbands and partners just stood by and applauded and joined in. The spontaneity of all this was great to be a part of and could only have done the motorcycle fraternity a power of good.

So, back to the River Tyne, disembark and ride home. The day after getting home, I visited the hospital to have my foot x-rayed. Sure enough, there were two bones broken, which required surgery. This took me off the road for about a month.

Was the ride worth it ? Yes. When you have an itch, you have to scratch it. I really enjoyed the traffic free roads, even if the speed limit is ridiculously low. The people of the far North are very friendly, and nearly all speak very good English.

Any downsides ? Just the price of most things, but then, as a country, Norway can teach the U.K. more than a thing, or two. Would I go again ? Yes, but I would not go all the way up to the top, Bodo and the Lofoten Islands would be my destination.

Brian Richardson, my riding partner for the trip, was a great guy to have around. For his 67 years, he was big and tough, he had to be to keep lifting my bike up off the ground. He was glad to have the chance to do the trip too. Alas, Brian is no longer around. Three years after our ride he was involved in an accident with a car whilst riding out of his own garage.

He was on life support and his son had the unenviable task of making the decision to turn off the machine.

I dedicate this narrative to Brian, a really nice guy. It was my privilege to know him.

Some items of number crunching Mileage 3,455 Petrol 269 litres = Average m.p.g. 60.25 Cost of fuel ÂŁ200.00

57.35 gallons

Nordkapp entrance fee 175 Forde YHA 247 Trondheim YHA 225 Nordkapp Tunnel 124 Polar Circle gift shop 653

Krona Krona Krona Krona Krona

One final note. My charity appeal for the P.A.C.T. organisation raised just over ÂŁ1.200.

Well worth it.

Oscar 19

SideLines Selective Legislation in the UK Politics and religion are dangerous, some argue the source of most human conflict since civilisation began. The human species may have come along since early upright apes were doing their thing, unmolested by the modern day “pace of life”, utility bills, and which pound shop sold the cheapest prizes for a sidecar club raffle.

Our daily lives are seriously influenced by those in power. In past centuries it was all about aristocrats, war lords, and religious hierarchies. Ordinary folk – peasants, plebs, serfs, or the lower orders, lived and died according to the rules of those with control, or the biggest axe.

Times have changed, it's just that those considered to be in control have been renamed politicians. Obviously, religion still provides an excuse for maintaining conflict throughout the world, whilst the new aristocracy could be seen as multinational corporations. The rules and regulations affecting us all have certainly changed, and these are amended as time goes on. Some legalities are no doubt justifiable, but others may be more about keeping bureaucrats in a job.

In respect of owning and operating a vehicle in the UK there are legislative considerations in respect of riders/ drivers, and vehicles. Many focus upon the key issue of safety, and rightly so. Rules are directed at vehicle users for their own safety, but equally in respect of the safety of others. To a great extent it is reasonable to assume that much legislation is seen as for the “common good”. For example, an avoidable incident could prove costly to the individual, but also others, including the state. Bald, therefore illegal tyres lead to crash, results in injury, and so requires the services of a cash strapped National Health Service.

When new, or amended legislative powers are introduced, figures are quoted to justify the cost, time, and consequences of failure to implement. By the time this point is reached, costs have already mounted, probably seriously large amounts of political and bureaucratic costs. Equally, implementation costs, which are presumably weighed up against suggested costs of failing to implement. All very reasonable.

However, in recent years, the UK has seen some significant shifts in the enforcement of many rules and regulations, which in themselves have long been justified as valid in respect of the health and safety of road users.

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SideLines So called austerity and affordability have superceded the clear goals of saving lives, and curiously the implied financial costs to the individual and state. There are several serious offences and misdemeanours that are now patently being ignored, and this questions the entire sentiments behind reducing the potential for life changing loss.

A key factor in the enforcement of traffic laws has been the existence of traffic police. For decades their presence on UK roads has served as a deterrent, an enforcer, plus crucially, on the spot education of miscreants, who need a metaphorical kick up the backside rather than a punishment when misbehaviour has been marginal.

A stern warning has its merits. The new control of cameras robotically “dealing” with mainly speeding offences is effectively abstract when based upon a letter coming through the post. Immediacy is a key factor when dealing with bad behaviour.

The lack of traffic police to witness bad and dangerous driving has had a negative effect on driving and riding standards in the UK, as road users disregard speed limits, only cameras, and notably, blatantly operate vehicles whilst using mobile phones. The chance of being caught is so minimal that this particular disease is destined to kill and injure more than at present. The risk to other road users from someone “on the phone”, predominantly “law abiding” car and van drivers, is a daily threat.

For the very small number, who are prosecuted, the punishment is derisory, and perhaps reflects that the UK Treasury has weighed up the income it receives from mobile phone companies, so doesn't really want to reduce the dangerous habit.

As legislative enforcement has been downgraded, politicians have substituted measures to supposedly address problems. Roads are flanked by cameras, whilst roads “furniture” controls all vehicles regardless of driving/ riding habits. Speed humps, chicanes, plus limited width areas are common. Vehicle damage and passenger discomfort prevail, sometimes even when negotiated sensibly. Questionable for those, who obediently respect speed limits, whilst the hurry up merchants view these measures as irritations, speeding up when such measures are left behind.

The experts, who think up these schemes fail to evaluate their handiwork to realise the negative consequences. As a result, when driving standards show no sign of improving, the solution is to install more control, instead of continuing with the folly of selectively applying some legislation, but not others.

Final thought. Do most UK road traffic prosecutions arise after incidents rather than from proactive measures in a quest to make our roads safer ? Surely, it's better to prevent rather than deal with transgressions only after serious incidents ?

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Decades of experience riding, selling, manufacturing, and fitting sidecars provides you with a wealth of experience that can help you join the great world of sidecars.

Sidestrider supply the famous classic European sidecars from Watsonian Squire and Velorex, as well as Unit leading link fork kits for most model motorcycles. In addition, Sidestrider also offer a bespoke sidecar service.

Sometimes there are questions you might have, so I will be happy to personally send reprints of various articles pertaining to your specific questions or just "interesting stuff" regarding sidecars.

So, if you reside in the USA, and are interested, please get in touch; Call Doug Bingham on 818 780 5542 or Email via our website; http://www.sidestrider.com/

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The Plastic Revolution, More Evolution The use of plastics in modern motorcycles would certainly intrigue motorcyclists of the past. It's not that non metallic materials haven't featured in the early years of mass motorcycling, but it was not to the extent of what has emerged in the past forty years. The initial 1960 forays into replacing steel mudguards and side panels with moulded plastic parts was a significant, yet simple beginning of what now exists.

At the outset, let's be clear that the term plastics covers fibreglass components, as well as items made by other techniques such as plastic injection moulding.

Legendary Honda C50 featured plastic legshields, plus a few other parts

Certainly, improvements in plastic technology have had a major impact, so that non metallic parts are generally much more robust, as well as being stylish. Moulding techniques can reliably produce intricate, colourful, and functional designs that are now an established part of the motorcycling landscape. Various forms of enclosure, covers, plus signature fairing designs probably grace all modern motorcycles.

The development of plastics has in no small way influenced the concept of style groups such as sports, adventure, cruiser, commuter, and even naked motorcycles.

Power units, cycle parts, and control systems may be common, but it's the plastic that very much identifies the look, and so group of a machine in a lot of model ranges.

The look of many iconic motorcycles produced for a number of decades is very much determined by the shapes and contours of the non metallic parts of powered two wheelers. All major manufacturers have evolved their own characteristic appearances by the relatively simple expedient of recognisable and easily identifiable shapes. Even some non motorcyclists, including young children recognise some models.

The design clues of past times such as engines and fuel tanks have generally become less significant. Indeed, in some cases engines are often concealed from view in ways that our motorcycling ancestors would possibly never have envisaged. Past attempts to conceal and cover the mechanicals were not favoured and soon dropped.

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The contemporary use of plastic parts to amend a motorcycles appearance is now well practiced by most major manufacturers, and across their ranges. Visits to the so called “parts bin” does help this approach to stimulate sales, as does the use of specific plastic parts.

Yamaha FZ1000 – 2010 - “Naked”

Yamaha R1 – 2008 - “Sports”

A subsidiary development to the use of plastic, and consequently another component in bike design is graphics. No longer is a motorcycle's look down to colour and company badge, but also pictorial, letter and numerical graphics. Some are familiar identifiers such as the Japanese hieroglyphics on a Suzuki Hayabusa fairing may not be understood, but are recognisable as part of that big bike's image.

Distinctive shapes and graphics on Suzuki's Hayabusa

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Interestingly, BMW's use of “GS� graphics on earlier versions of its flagship machine have become less obvious as the distinctive look achieved by intricate plastic shapes became more pronounced.

So, the use of plastic has changed significantly, be it for appearance, or for protection from the elements. Sometimes these two factors come together, although some would contend that protection from wind and rain can be minimal unless the motorcycle in question is a full blown touring machine. Either way, the susceptibility of plastics to accident damage has provided an additional source of income for manufacturers, be they original bike makers, or enterprising plastic specialists.

Plastics have now become an integral and accepted part of motorcycling for manufacturers and motorcyclists alike, save perhaps for a few died in the wool classic enthusiasts. However, maybe it's the development of recent times that just might have all enthusiasts having to consider their standpoint. Specifically in respect of three dimensional, or 3D printing.

Intricate is easy with 3D printing

3D, or additive manufacturing began in 1984 with the development of the first 3D printer. Simply put, a computer controlled 3D printing machine creates sequential layers of material. Each layer is a fine cross section of a design and all the layers are automatically fused together by the 3D printer. Size and complexity of a design dictate printing time.

As the technology improves, times will be reduced, improving cost effectiveness. The ability to go from design to producing an item, however intricate, is very significant.

Computer aided design capabilities are creating high levels of excitement and creativity in many manufacturing situations. Accuracy and the ability to produce complex components are key attractions.

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Whilst some produced parts might be usable in their printed form, a major attraction is the potential to produce intricate shapes that might then be used in a moulding process, or further machining operation, which would then lead to a finished item in a more suitable material such as high quality metal.

Plastics are now involved in the production of the mechanical components of engines, transmissions, suspensions, brakes, and so on. Closer to our mutual motorcycle home, a totally unobtainable part for that classic bike, which consequently cannot be fully restored, is now feasible thanks to your local computer geek with a 3D plastic printer, unless of course you decided to buy your own.

In respect of non mechanical parts, the options can include copying a part, or more interestingly design your own on a computer before printing it. A look around the internet might intrigue, or even inspire. Plastics have sure come a long way.

Undoubtedly, the recent availability of economically priced 3D printing machines that can be used in a home situation could have a major influence on the use and development of the technology. Although many items produced at this level may be seen as frivolous, the technology has shown it has potential in producing various parts, or the basis as an interim in producing accurate mouldings. Could signal another evolutionary change in the use of plastics in the production, amendment, and engineering of motorcycles.

Certainly not a motorcycle, but illustrates the diversity of parts that can be produced by 3D printing

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Are You Sitting Comfortably ?

Riding for lengthy periods can be uncomfortable, more so it seems as age becomes a fact of life. In the murky past, when piloting the Gold Wing outfit with the lady wife on pillion, two kids in the sidecar, plus camping gear stowed systematically in and around the outfit, I don't really recall comfort issues. There may have been some issues, but nothing negative is actually recalled. The only thing remembered is that, compared with the previous standard front forked CB750 Palma outfit, the Wasp leading forks on the Wing made riding much more relaxed.

Ear plugs – a long term, comforting friend

It's worth mentioning that an early adopted and beneficial habit was the wearing of ear plugs. Maybe not quite was might come to mind when considering “sitting comfortably�, but a definite comfort issue. On the advice of good friend, sidecar enthusiast extraordinaire, Colin Bembridge, we both went the ear plug route and have used them since. Reduced fatigue at the end of journeys, and obvious reduction of constant aural assault from wind and mechanical noise, has been significant.

Simple, effective body belt

Another beneficial part of our riding has been the long term use of body belts. From the first versions bought in Germany in the early 80s, through well used off road ones, and latterly even budget ones from Aldi and Lidl, we wouldn't be without them.

Correctly placed, body belts make a difference. We have even taken them to the USA for riding sidecar outfits over there.

However, slightly ageing bodies have to be considered, and various other measures have been tried and adapted over recent years to make riding more pleasurable rather than an endurance test.

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Irrespective of weather the sheepskin has provided some comfort

For some years a sheepskin has been part of our regular equipment, taking some of the sting out of long journeys in the saddle. These have some merit in compensating for inadequacies in standard bike seats, offering some comfort in all kinds of weather. Although variable in providing consistent comfort, the concensus is that the sheepskin proved better than not using it. It is accepted other factors have at times contributed to discomfort such as clothing, and the fact that our respective butts are not, shall we say “well padded�.

The sheepskin has been a part solution, but not quite perfect, so in more recent times some research has been undertaken to investigate the whole issue of motorcyclist riding comfort. Amongst various possibilties, the likely solution seemed to boil down to two considerations. Firstly, the seat itself. The idea of a gel seat, either a complete new one, or the more likely, altering the existing seat. As ever, my usual procrastination, spending a long time considering and weighing up, resulted in not actually doing anything.

As things have turned out maybe not such a bad thing, but more on this later. The truth of the matter is that the jury seemed to be out on gel seats, with conflicting reports on effectiveness and outcomes. Favourable reports came from those who were genuinely happy. Others, who having spent the money, seemed reluctant to say a gel seat hadn't actually done the job for them, so remained unconvincing.

Ultimately, the chosen second option gained some favour as reports were usually more positive, and this was for the Air Hawk seat pads. During a trip to our good friends, Doyne and Darlene Bruner in the USA, two Air Hawk pads were purchased at their dealership, Apex Sports in Colorado Springs. The beauty of the Air Hawks is that they can be used on either of of our outfits, so despite the cost, they are not confined to one machine.

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Air Hawk seat pad

Air Hawk construction quality is good, and importantly they have proved a revelation in use. To be fair, it's still early days, maybe only 2000 miles so far, used on both the Vmax and K outfits. It's possible we still have to achieve the correct air setting, but no question about the positive effect on rear end comfort.

In the case of the Vmax, one comment. The fitted seat had been originally adapted with a gel insert for the original, previous owner, but to be honest I can't say I've been impressed. The satisfying thing for me is that I didn't spent money on going the gel route. Obviously, cannot say that gel wouldn't do the job for someone else.

A footnote to the seat issue. On our last trip to Colorado, when we undertook a five day trip on a 1800 Gold Wing outfit, cooler Rocky Mountain weather justified trying the heated seat. It has to be said that this seemed to have a positive influence on overall comfort, other than simply keeping the rear end warm. The thought was that the stimulation of blood flow might actually help to alleviate discomfort. Not very scientific maybe, but could be a factor. Maybe the topic for a three year, European funded research project ?

In more recent times there has been some emphasis on addressing the issue of what you actually sit on clothing wise, specifically bike trousers (pants), ordinary trousers (pants), and underwear. After all, between you and the seat there are a number of layers to be reckoned with, not least of all your own skin.

For some years we'd worn leather jeans, but suppose that when the “biker” image effect wore off we soon identified what for us were shortcomings. Top of the list being keeping wet and cold out, whilst not always being too comfortable when the sun was seriously hot.. Textile has become the order of the day with linings assisting against the wet, cold stuff as required. Let's keep away from the vagaries of the UK climate.

Ultimately, and maybe because of an acknowledged bony rear end, I focused on the idea that under garments might play a role in noticeable discomfort on long journeys.

Not surprisingly, it was time to search through the happy hunting grounds of the internet, being careful not to be taken off task by simply Googling “underwear”.

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So, yet again it was back to the Adventure Rider internet forums for advice on approaches particularly to the issue of suitable underpants. As ever, it came as no surprise to find degrees of enthusiasm and recommendation. Specific products for motorcyclists were found, as were experiences with equipment for cyclists and other sports areas. The main considerations came out as choice of material, style of underpant, and inevitably price.

Certainly, there were some apparent front runners, particularly underpants sold by LD Comfort, a USA based supplier http://www.ldcomfort.com/ . However, other makes were identified, including pointers towards less expensive alternatives. It is fairly easy to find detailed, useful opinions about the so called league leaders, but eventually a decision has to be made, and something of a chance has to be taken.

Ultimately, I didn't go the LD Comfort route, mainly because of no apparent UK supplier. Another possibility, gleaned from various forum comments, was chosen because there is a UK seller. However, let's be clear, I would have never thought it would be in my capacity to stump up the money for something as seemingly mundane as underpants. Never mind.

The Under Armour HeatGear BoxerJock, http://www.underarmour.com arrived just in time for a 260 mile ride to Scotland. Style and material were unfamiliar, but it became apparent on the first ride that things were better than with my long time ordinary underwear choice, budget cotton style boxer shorts. Not only was the ride a revelation, but the underpants did a good job over the next few days walking around, or seated. No, not what you're thinking, I bought more than one pair !

It has be said that, in combination with the Air Hawk over the two 260 mile rides, our return involving only one refuelling stop, all was fine. A short 30 mile ride with no Air Hawk also proved comfortable, so maybe a solution to a long standing problem has been found.

Clearly, it's early days. What about long, hot rides in the height of summer ? How will things be on our other outfit ? Only time will tell, but things have been learned and there is a confidence that riding comfort will be generally enhanced.

As a footnote, have recently purchased underpants of a similar style to the Under Armour product from a well known, UK budget priced clothing store. In everyday wear even these are proving to be an improvement on the long term choice, so it might be interesting to give these a test ride to assess their worth. No, there's no suggestion of seeking a refund on the Under Armour products !

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Hedingham Sidecars

Manufacturers of the Hedingham Range & Unit Leading Link Fork

Full range of products and services, including the Hedingham Sidecar range, Leading Link Forks, parts and accessories, plus attachment services and advice.

Sprite

Aspire

Single Seat

Gem

ETH

Hub

Unit Leading Link Forks Finished in black hard wearing powder coating. All bright parts and fastenings are stainless steel.

Fibreglass mudguard in gloss black with mudguard hoop or mudguard side stays (type supplied depends on bike make/model)

Hedingham Sidecars Ltd, The Workshop, Wethersfield Road, Sible Hedingham, Essex, CO9 3LB Telephone: +44 (0)1787 461892 Email: sales@broomhillcomposites.co.uk sales@hedinghamsidecars.co.uk http://www.hedinghamsidecars.com

If you contact Hedingham Sidecars for information, or to make a purchase, please acknowledge Sidecars On Line 31