The Online Mini Magazine for UK Sidecar Enthusiasts

Sidecars On LineAvailable Bi-Monthly Issue 4 – April 2013

The New Kid on the BlockOR

You Don't See Many of Those These Days !

UK Importer for Tripteq Sidecars, Parts, & Accessories

Sales, Service, Build

• Scotia Sidecars offers the complete sidecar service. • The Tripteq Heeler range can be supplied in DIY kit form with

comprehensive build manual, complete, or partial build.

• The 'Heeler' has been developed and manufactured by Tripteq in the Netherlands with over 250 units sold throughout Europe since 2005.

• The left hand version was developed in conjunction with Scotia Sidecars to bring affordable technical innovation qualities of European sidecars and conversion parts to the UK sidecar market.

• Options on bodies, screens, & accessories• Chassis option for BMW 'K' and Guzzi motorcycles

Telephone: 01333 429451 Mobile: 0773 468 3429

email: info@scotiasidecars.com

http://scotiasidecars.com/index

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

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Contents this Issue

Editorial – Seeking and Buying another sidecar outfit

SideLines – Insurance and Sidecars

Oscar's Odyssey – A Dramatic start to a lifelong enthusiasm for motorcycling

Update from Hedingham Sidecars – First hand report from England's “Other sidecar manufacturer”

An Initial Foray into Intercoms – The small matter of communicating with your passenger, or even the satellite navigation vocalist ?

Converting the K – Part 1 – First part of how radical amendments to the BMW K1 outfit kept it in the family

Sidecar Smiles - The amusing side to sidecars, as long as you have a sense of humour

DisclaimerThe information contained in this publication is for general information only. Whilst we try to keep information up to date and correct, we make no representations of any kind, express or implied, about the completeness, accuracy, reliability, suitability, or availability with respect to the publication, or the information, products, services, or related graphics contained in the publication for any purpose. Any reliance placed on such information is strictly at your own risk.

In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this publication.

Through this publication you may be able to link to websites. We have no control over the nature, content and availability of those sites. The inclusion of any links does not necessarily imply a recommendation or endorse the views expressed within them.

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

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Editorial 4

For some time the thought of another sidecar outfit has kept arising. Not through dissatisfaction with our current BMW set up, but more desire for a change. There's also the small matter of indulgence before the care home beckons. Other than our brand new 1100 Goldwing back in late 1980, to which a home built sidecar was attached, there's been no new purchases. However, the thought of going the new route was not on the agenda, basically because it isn't viable.

So, what to choose, accepting that a ready made outfit of choice, or close to it, would not be an easy find, it rarely is. A complete change from what had gone before was also a consideration. Two thoughts prevailed, a sidecar suitable in terms of comfort and convenience, plus a bike that reasonably accepted a sidecar. Sub frames, single sided swing arms, and lack of a robust steel frame did not feature in the thinking, basically arising from experience and real, or otherwise suggestions of frailty.

For two years the bike of choice had been the Suzuki 1250 Bandit, not based on personal experience, but the old school cradle frame, and engine torque characteristics that looked perfect for sidecar use. A solid reputation amongst the motorcycle fraternity couldn't be ignored. Serious moves were made to purchase a well sorted outfit based on a late model 1250 suitably modified with Wasp leading link forks, superb suspension and other positive features. Ultimately, the deal breaker was the sidecar, which just didn't satisfy one prime consideration. A shame really because it was a well sorted outfit, having been lovingly created and cherished.

However, within days of reluctantly rejecting the Suzuki outfit, and with a more suitable sidecar now driving our search, a rare chance came along. Personal circumstances meant a member of our sidecar club was offering his outfit for sale, including a sidecar on our wish list. Whilst the bike was a very different animal from what had been favoured, and in no way compared with what had gone before in our 40 plus years of sidecar ownership, it was mutually considered to be worth a look. Photographs supplied by a close friend justified approaching this seriously, so a visit to cast an eye over was quickly arranged.

Our visit happened to be Valentine's Day, so flowers were cancelled because the decision was made to add the outfit to our stable. Thoughts about disposing of the BMW K outfit were dismissed, at least for the foreseeable future.

So, what has joined the K ? It's a late model Yamaha 1200 Vmax with a Squire RX4 sidecar, complete with Unit leading link forks. Original owner modifications add to the appeal, although a few minor things will be addressed, including tyre changes, but nothing that prevent using the outfit.

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Sidecar InsuranceSome years ago in the UK there was something of a tradition with the legal requirement to insure a sidecar outfit. In simple terms, unless of course there were notable additional risk factors resulting from factors such as accident record, or a high risk locality, a premium was calculated at 50% of what applied to a similar solo motorcycle. The long accepted rule of thumb applied by underwriters was that attaching a sidecar halved acknowledged risk factors. To some familiar with the black art of riding a sidecar outfit, this proposition might sometimes appear questionable, but it was still quite a bonus.

Retrospectively, this may well have been reasonable based upon the considered nature of users, steady men with a family to transport, plus the motorcycles that dominated the sidecar scene. Save for a very few hard line enthusiasts with anything approaching a more sporty outfit allied to an aggressive riding style, the much larger UK population of “combination riders” were seen as a pretty safe aspect of insurance business. The most basic of risks, namely falling off, was reckoned to be almost impossible. Insurance rates were fairly attractive.

In time, as with most aspects of motorcycling in developed countries, sidecarring gradually became more of a leisure pursuit, and with it a different approach. No longer would a sidecar outfit be viewed as an economic alternative to a car, offering freedom from public transport, and the possible weekend family excursion, but something far more exciting. Equally, the nature of the motorcycles becoming available, notably from the late 1960s and early 1970s, were radically different from the “steady” machines of the past. Keeping up with the faster flow of traffic, sometimes if you wanted even capable of a little more, became the norm. The family car was still for the vast majority mere transport, a sidecar outfit a whole new ball game.

Although, it could be reasonably argued that a sidecar outfit was still safer than a modern solo motorcycle, this might only be seen as relative. What would become apparent to insurance underwriters was probably a two fold argument. Firstly, the potential costs for damage due to the high cost of parts and labour to repair, or replace.

Secondly, a less mentioned view. If the new breed of motorcyclists were now clearly affluent, prepared to spend significant sums on clothing, accessories, motorcycles, and the overall pursuance of their “hobby”, then insurance premiums could probably reflect this. The inevitable philosophy being that insurance companies and underwriters have a prime objective, to make money !

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For some years it has been possible to insure a number of motorcycles, including sidecar outfits, on multi vehicle policies, and many UK enthusiasts have used this convenient, more economic way of complying with the law, as well as feeling reassured that everything “is covered”. At the same time there has been more competition for business, which has helped keep costs low. A specific type of policy has also been beneficial for some outfit owners, namely the classic type of policy, usually applicable to machinery over 15 years old.

However, in very recent times there some insurance companies appear to be changing their approach to sidecar outfits, and not for the better. Some long term owners have reported that companies they have insured with for some years either altering the terms of insurance, or actually refusing to reinsure.

One significant change is no longer operating multi vehicle policies, but treating each vehicle separately with a consequent large increase in cost. In some cases this has led to a complete reappraisal of vehicle ownership, not in itself of wider concern, but not something to ignore as it shows a shift in philosophy.

Of more concern is the reporting of certain companies being no longer prepared to insure sidecar outfits, “we are moving out of that area.” Slightly curious unless there has been a glut of accidents, mishaps, and notably claims that have served to deter underwriters. It could be argued that unless there have been significant claims costs, insurers are on a good number simply taking premiums and making profits in at least one area of their overall business portfolio.

There have to be worries of trends that could ultimately undermine sidecar ownership to such an extent that existing sidecar enthusiasts are forced to abandon the activity, as well as there being a major hurdle to anyone wishing to join the fold. It would seem to be high time for sidecar clubs, other interested parties such as the broader based motorcycle organisations, and crucially the Uk's small sidecar industry to address this matter sooner rather than later.

Our personal insurance situation involves two active outfits, the older on a reasonable value classic policy, the later model with a more costly, but probably par for the course premium. Each has recovery built into each deal, although it is likely that some investigation of a common recovery deal might be worth exploring next time renewals are due to save a little of the hard earned. That is, of course, if we don't meet any possible hurdles with actually securing insurance.

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The courting of Miss Happ . . . .

Whilst walking down the road near home, walking with the aid of crutches due to a hip replacement, a neighbour greeted me with “Hi Mate, fell off your bike again”. This got me thinking. I guess that in the years of my hobby, sport, passion, way of life, call it what you will, I have had more than my fair share of motorcycle mishaps. So, I got to counting. I soon ran out of fingers, & toes. Then I thought, why not tell it to the world. If only the world of Sidecars On Line. If you care to read on, I will tell of some of the outstanding memories of my time on motorcycles, as well as the crashes.

I was a relatively late starter to motorcycling, not getting a bike until the age of 19. Parental negativity, and having not much cash being major drawbacks. However, it was my parents that started off my great passion by taking me on holiday to the I.O.M. This was for the Whitsun Bank Holiday weekend in 1958, I was 15 at the time. I remember we took a trip on a coach around the famous T,T, course, stopping at Creg ny Baa to watch some of the afternoon T.T. practice session. My outstanding memory of this is watching Geoff Duke on a Renolds forked Norton sweeping around the outside of a lesser rider right outside the hotel. I was immediately fired up inside. Wow what a great thing to be able to do. I knew then that I had to have a motorcycle.

A year or so passed, and I was working at a steel works, “The Sheffield Hollow Drill Company”. This employer was of great significance to me as it was where I met all of my subsequent friends. Many of the men and boys here already had motorcycles. One of the lads had recently become the proud possessor of a 350 Royal Enfield. It looked great in a lovely grey finish. He was my” new best pal”.

After a lot of pestering, he reluctantly agreed to me having a go on it. Me, actually in charge, and riding on my own. After a quick instruction on how to get it off the mark, I was away. At last I was that man Geoff Duke. Away I went, into second gear, plenty of throttle, and around the block. This was wonderful, the wind in my hair ( I did have hair, once upon a time, honest), back to where my friend (soon to be former friend) was waiting.

I then realised that while I knew all about making the bike go, I knew little of making the thing stop. I yanked hard on the front brake at the same time twisting the throttle open. Faced with the prospect of hitting the brick wall at the front of my house I cranked the bike over to the left. The footpeg dug into the road lifting the rear wheel off the ground. The whole plot, me included, skated off down the road at something approaching 30 mph. As I came to a stop, my now ex friend sprinted over to recover his much bent machine, and wheel it away in tears.

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As for me , I jumped up in a blind panic, if one of our nosey neighbours (we called her “The News of the World”) should come to her front door and survey this scene I would be even further away from getting my own bike. I managed to sneak into the house with ripped jeans, jumper and not a few cuts and bruises. How I managed to keep this escapade from my mum I don't remember. What a brilliant debut to the motorcycling scene. Little did I know, this was just the first of many.

Shortly after this, I was chatting to some friends on the street corner, as you did. Another friend of mine, Tommy, rode up on his ex army Matchless 350, “ I`m going to fill up the tank, anybody want to come ?”. If anyone else had a desire to go they didn't have a chance, I was on the back in a flash. Off we rode to the petrol station, neither of us wearing a helmet, in fact neither of us owned a helmet. As we rode along to the petrol station, a two tone blue Austin A40 approached from the opposite direction, indicating a right turn. As we got closer, the car turned sharply to his right directly in front of us. I felt Tommy go rigid as he jammed on the brakes, no way were we going to stop in time.

A great bang, then I remember sailing over the top of the car seeing the pale blue roof pass under me. Another bang, this time it was me hitting the deck, Tommy landing on top of me. As all who know me, I wear glasses. My first thought was to find them after they flew off in the crash. I located them (do you remember the wire framed ones, virtually indestructible ?), and put them on.

What was wrong ? I couldn't see properly, had the accident damaged my sight ? Tommy, who also wore glasses, was having similar problems. Nothing to worry about really, we had simply swapped glasses in the crash. The Matchless sustained bent forks, and a ripped off pillion seat, carried by me over the car. Unbelievably, neither of us was seriously hurt in the crunch, just grazes to our heads and shoulders. Not bad going this, two crashes, and I didn't own my own motorcycle yet.

Some of my motorcycling friends from the previously mentioned “Sheffield Hollow Drill Company” deserve a mention here. In no particular order, Graham Fairchild, BSA C11; Mick Wright, Tiger Cub; Les Walker, Norton Big 4; Alan Grayson, Triumph Speed Twin; Bob Murphy, Tiger 110/Watsonian; Roy Needham, Matchless 350; and Les Hartley, 350 girder forked Ariel. These were the machines they had at this time. Me, alas still had no bike . All these guys had a big influence on me at the time, most are still good friends.

With no financial help coming from my mother, my motorcycling future looked bleak. Then, Roy Needham came across an Excelsior 250 Talisman twin. A bit rough, but with a little bit of TLC a runner it could be. For the princely sum of £15 I was at last a “Motorcyclist”. A helmet and gloves were enough to get me going, along with a second hand plastic replica of a bomber jacket.

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Excelsior Talisman Twin

So, I hit the road, NOT literally because this was one bike I did not fall off. The reason being it was never fast enough. The engine of this bike had a built up crankshaft, joined in the middle by a “Woodruff” key. At regular intervals the key would break, leaving me with a virtual single cylinder engine, just capable of 30 mph. After 3 times rebuilding the engine, Roy gave back my £15, which I thought was good of him. Once again I had no Bike.

At this precise time, I had a cash endowment mature. I think my mum thought I was going to do something great with the cash, and I was. I was going to get a decent bike. The bike I had in mind was a Royal Enfield Crusader Sports, but at £169 guineas it was still beyond my reach. For information, the old UK guinea equalled £1 and one while shilling, a total in today's currency of £1.05. You see I was totally against buying on the then popular H.P., i.e. Hire Purchase. However, an uncle loaned me the difference, which was the break I needed, so I was up and away. . . . .

Is that really Oscar aboard his Crusader ?

Great times were had on this bike, even though I only had it for about two years.

More painful memories later, Oscar.

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Update from Hedingham Sidecars

There have been some ups and downs for Hedingham, “the other English sidecar manufacturer”, in recent times. All reflective of difficult times generally. However, efforts to bounce back have emerged from a period of uncertainty as contact with the company confirms.

Hedingham have moved back to their original, some would say spiritual home in the Essex location of Sible Hedingham. They continue to offer a full range of products and services, including Leading Link Forks, the Hedingham Sidecar range, parts and accessories, attachment services and advice.

Company boss, Richard Jeffries reported to Sidecars On Line at the beginning of March 2013 that “Moving and organising the new workshop has taken a lot of my time, but I am determined to keep up with marketing. We are in the process of fitting one of our Gems sidecars to a Rocket 3 complete with leading link forks. There is another possible sale from another customer, who had been told you cannot fit a sidecar to a Rocket 3 !”

Richard went on to say, “From last year we have a Yamaha FJR1300 to which we are fitting the owner's sidecar, our forks, and doing some other 'special adaptions' and this is almost finished. There is a HUB sidecar being fitted to a K100 and will be the first one out of the door. We also did some service work on the bike and the customer kindly said we could hang on to it until March for promotional use, which has paid off as we now have a good enquiry for a HUB, leading links, and fitting to a Honda 500.”

“The HUB is basically a trade box designed from our XL range and can have a cheaper under floor chassis with an independent suspension unit, or we can fit it up in the wrap round XL Chassis with torsion bar. A lot depends on what the customer wants to carry. It is aimed at campers, fishermen, tradesmen, etc. There are a few designs on the drawing board to turn it into a simple camper with awning, only for the single person though !”

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It's encouraging that the Hedingham people are not only doing business, but that they are working on new models. Richard continued to highlight even more activity.

“We have a R80 / XL sidecar (1988) in for major service on the suspension and leading links; plus a Kawasaki which is to have the customers chassis modified and fitted. Then we have another 3 Gems which we have sold along with leading links, since Christmas. These are being attached to going a Suzuki Bandit (London), Kawasaki ZZR (Worcester), and a K100 (Somerset). A Sprite is going on a Harley Sportster (Southport), and finally a Gem body going to Germany to our agent, who has his own fitting shop.”

“The extra room has certainly come in handy. There are also a few sets of leading links, still doing about 3 – 4 sets a month mostly to the UK, USA and Australia. One of our Gems was last year fitted to a BMW K1200, which we did for our club treasurer, and who won an award at his BMW club meet.”

Hedingham is a long established part of the UK sidecar scene, as well as having an influence with leading link forks around the world. It also has history, very much stemming from the founder of the company, Keith Wash, and his enthusiastic involvement with sidecar activity. Richard Jeffries is well aware of this and it is good to hear that some recognition is forthcoming.

Richard concluded by saying, “I am in the process of refurbishing the very first production single seater that Keith Wash built 33 years ago, and hooking it up to a Honda Blackbird. This will be the companies first and now historical demonstrator.”

There have been difficulties, and at times it looked a little bleak for “the other English sidecar manufacturer”, but Richard Jeffries and his people have worked hard to secure the business, as well as maintaining a recognised source of sidecars, plus popular leading link forks. Things are looking up.

Interested in any of Hedingham products, or services, then contact Richard Jeffries at;

Hedingham Sidecars LtdThe WorkshopWethersfield RoadSible HedinghamEssexCO9 3LB

Email: sales@hedinghamsidecars.com Telephone: +44 (0)1787 461892

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Hedingham SidecarsManufacturers 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 Single Seat Gem

Aspire 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

Tel: +44 (0)1787 461892 Email: sales@hedinghamsidecars.co.uk

http://www.hedinghamsidecars.com

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

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An Initial Foray Into Intercoms

Intercom systems for motorcycles have been around for some time, Indeed, some years back we purchased a Nady system for simple, uncomplicated conversation between the two of us. Not that this was considered an all the time requirement, but mainly for trips into mainland Europe when SidecarPat usually travels pillion on account of the sidecar being used as a giant pannier. At the time, BSN (Before Sat Nav), the idea was that the good lady could assist with directions, plus we both could more easily point out interesting scenery, buildings, and likely dangers. Maybe that last reason was a bit fanciful, or is my memory failing again.

In the event, the exercise proved useless as the Nady failed miserably. The local supplier routinely returned my money, as well as ending their relationship with the product. Apparently, I was not the only dissatisfied customer.

Some years later, and following some research, I purchased a Starcom at the NEC Bike Show in Birmingham. A special show price appealed, although it still seemed a fortune for a fervent practitioner of Yorkshire economics. For reasons best known to, well I'm not quite sure, the Starcom got as far as fitting the microphone and ear speakers in my helmet. The rest of the kit remained in the box and from then on I habitually tucked the dangling helmet lead into my jacket each time I dressed to ride.

The comprehensive Starcom Kit

Then for some inexplicable reason I decided to finally get the Starcom into use. The justification a forthcoming trip to mainland Europe, coupled with arranging a better system than the now faithful old sat nav placed in a jacket pocket, and ordinary ear pieces attached. This set up had worked well for some time, but problems arose with battery life and haphazard connection to the bike's electrical power. It worked, but less than ideal. It's worth mentioning that bike dedicated sat navs certainly do not appeal to my wallet protection efforts.

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The Starcom unit was fitted in the sidecar, so it could be easily powered from the bike electrics, and where the accompanying Mio sat nav could also reside, hopefully away from the elements. This latter aspect didn't prove altogether successful, but that's another story. A few adjustments and static trials indicated my minimalist approach should work as required.

The trusty, well used Mio Sat nav

Things didn't work out as hoped. The most significant problem was that even with all volumes set high for both the sat nav and the Starcom, it was virtually impossible to hear the sat nav's audio instructions (don't use the visual display) above about 45 mph. Hardly practical at decent speeds. An additional nuisance was a whirring sound making audio even less clear. Some solutions were required.

The lack of volume was of particular concern, so an email requesting advice on this and the sound interference was dispatched to Starcom. To be fair, and despite our unit being bought some years previously, advice was forthcoming, predominantly on the interference issue. Volume problems were more of a puzzle because of questions over the Mio sat nav's maximum volume levels in a motorcycle environment.

Subsequent research identified a number of possible solutions, or remedies, and involved potential, but acceptable cost. An in line suppressor resolved the interference problem, which was said to be caused by both the Starcom and sat nav drawing power from the same bike circuit. Being no electrical expert I couldn't dispute this, but at least I'd cured one issue. The poor volume was another matter altogether, but possible solutions have been determined possibly involving in line amplification of the audio signal from the Mio sat nav.

At this stage we had a trip to the USA in the offing, so the intercom project was put on hold. However, experiences with a bike to sidecar intercom system on our trip led us to realise the benefits of communication between us, let alone involving a navigation system. We are certainly sold on sorting things out.

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The state of play as I write is to install the as yet unused Starcom microphone and ear speakers in Sidecar Pat's helmet to assess what we have available when the lady is riding pillion. If this works out, as is expected (hoped ?), then it could be worthwhile to try resolve the sat nav volume issue, as well as an arrangement incorporating a suitable headset in the sidecar.

As a postscript, during the trawl through the internet for ideas and solutions, an interesting possibility arose, which appeals to the desire to continue using a cheaper car type satellite navigation device. This uses a microphone within a sealed carrier that picks up the sound from the sat nav (sadly, sat nav units don't have earphone sockets any more) and through a lead to either earphones, or in our case, the Starcom unit.

Finally, whilst there are misgivings, we have not yet ruled out the prospect of using Bluetooth rather than the current Starcom wired system. However, what cannot be disregarded is the additional expenses incurred. Certainly this could mean a new intercom system, which considering we haven't really given the existing system a proper trial yet, should be viewed as questionable. Then there are the consequences for having to look at a new sat nav with Bluetooth. Even this is influenced by uncertainties on reliable function. As ever, time will tell.

To be continued........

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Converting the K from Sport to Touring – Part 1

Following bevel drive bearing failure on our BMW K1 sidecar outfit, I decided a solution was necessary to eliminate doubts that now existed for my better half and myself. Past experiences of BMW failures, notably transmission, didn't help. Without a solution, we conceded that the outfit might have to be "moved on". The perceived problem was related to the single sided swing arm design.

I posed the question on internet forums, and elsewhere, had anyone converted a BMW K model to a twin sided swing arm ? Responses ranged from incredulous, questioning what was the problem, to guys who understood there could be an issue.

The set of bearings and oil seal supplied with the outfit was a clue, but I didn't let this detract from the attraction. A knowledgeable friend quickly helped repair our initial bevel drive problem, so we were soon roadworthy again.

The original K1 paralever prior to the change

However, investigation highlighted other BMW paralever bevel drive failures, sometimes more serious than my experience, and not all involving sidecar use. I also identified attempts to resolve, some amateur one offs, plus a no longer produced twin sided conversion by the EML sidecar company. Concern prevailed, would I experience another failure, maybe many miles from assistance ?

Some advice suggested frequent physical checks and oil changes. Regardless, my mind set was to change the set up, which led, via a long time sidecar buddy, to his qualified engineer cousin, and a serious motorcycle enthusiast. We set about finding a solution.

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It's perhaps worth noting that, after embarking on this project, I learned that several Aussie BMW K model sidecar guys carried spare bevel drives "just in case", whether they've experienced a breakage, or not. Other Beemer owners around the world reported having necessary spares packed up and ready to be dispatched to them, if things went awry. So, it wasn't simply a unique neurosis.

A first attempt proved abortive, firstly with unavoidable delays, then sadly an unsuitable outcome. Despite many hours of work, parts acquisition, and a depleted wallet, the outcome was ultimately rejected. Much modified BMW airhead parts had been used, but shared doubts questioned how it would perform. It was agreed that necessary material removal to gain clearance would have compromised strength. Disappointment, yes, especially as over a year had passed since starting the project. However, determination prevailed, and Project Mark 2 soon commenced. I continued to treat the existing drive train components almost as if I had a chain.

A BMW R1200C steel swing arm were chosen as basis of the conversion. A previously obtained car wheel was still suitable. An additional support arm now had a bearing incorporated for what would entail a live axle. An issue with dissimilar shaft drive connections was resolved by a special amendment to the R1200C shaft to mate with the K gearbox.

R1200C steel swing arm suitably modified for K1 Suspension unit

Trial set up of alloy adaptor for 14” car wheel, plus extra arm

The longer R1200C swingarm meant replacing the bike's rear mudguard. Other clearance issues called for minor changes to foot plates, and the K1's plastic bodywork, minor compared with other aspects of the conversion.

When the project was originally conceived, using BMW airhead parts, a Sigma cycle speedo was fitted believing we would lose the sender capability from the older type bevel drive. However, using the R1200C bevel meant the BMW speedo remains active.

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However, the cycle speedo is retained due to its accuracy, even though tweeks to the standard speedo were made to improve accuracy.

Original speedo sender cable needed to be lengthened

Clearance for the additional support arm meant opting for an exhaust change, notably to exit on the right side of the bike rather than the usual left. No exhaust between bike and sidecar (UK left mounted) makes rear wheel removal significantly easier.

Previous extended exhaust with large outlet No financial return on this old K1 exhaust !

Suitable stainless tubing and an exhaust can were sourced locally. Salvaged header pipes came from a BMW breaker specialist. Any financial return on the redundant, one piece K1 exhaust disappeared once removed. More cracks and corrosion than enough saw it consigned to the skip.

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Exhaust parts come together for final assembly

Particularly pleasing exhaust collector

The construction of the one off exhaust was a notable part of the whole exercise. At the outset it wasn't on the agenda, and inevitably arose as a necessary consideration once things started to come together. This particular outcome more than justified the involvement of an engineer with a very enthusiastic approach to motorcycling. The resulting exhaust is, in my opinion, better in appearance and fitting. It performed acceptably, albeit a little loud.

Exhaust follows a new route It's coming together

The original brake caliper, previously on the paralever, fitted straight on the R1200C bevel drive casing. No fitting problems with the non factory suspension unit. It was recognised that attention would probably be required in dealing with the consequences of having a longer swing arm.

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The additional support arm finds a home As does the interesting exhaust can

The outcome was pleasing. The only change to riding style resulted from an higher geared R1200C bevel ratio than the relatively high ratio of the K1 bevel. This was not an issue for some of the early miles, but it became clear that a lower profile tyre was preferable. A little maths settled on a suitable tyre size. Certainly, a more economic option than acquiring a BMW R850C bevel with a ratio identical to the original K1.

Wheel removal involves unscrew central live spindle, lower support

arm, then remove the four wheel nuts

A new right side look

The set up was tested in a variety of ways. With SidecarPat in the sidecar, the only issue was the previously mentioned gearing, soon resolved by a rear tyre size change. My calculations should have been better. The gearing issue wasn't so much how the outfit performed, more when loaded with camping equipment, or towing, and negotiating serious hills. For sure, the bike ran far better with an intact exhaust system, even if it isn't factory.

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However, with the good lady on pillion, the rear suspension was too soft. Nothing to do with our weights, I can assure you, but a mixture of factors, particularly a rather tired monoshock unit, meant acquiring a new, heavier rated spring unit. The longer R1200C swing arm had introduced leverage factors, which were predictable.

Soon after local road testing, it was load up and head for Belgium and Luxembourg to two sidecar related events. The rear suspension required preload as it was still too soft, notably on poorly maintained roads. It was better, but more miles would be necessary to make a real judgement.

Some months down the line the outfit had been used in a variety of situations. Question marks about the lengthier sidecar wheel lead, brought about by the longer swing arm and not altering sidecar alignment, were generally dispelled. Rides in the hilly, switchback country roads of the North Yorkshire Moors saw the outfit handling fairly well and doing everything asked of it.

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Sidecar Smiles - Preface

Sidecars are funny. Let's face it, taking a comprehensively engineered, single track vehicle, i.e. a motorcycle and attaching what is basically a container with a wheel onto the side is quite strange. The outcome is nothing like a solo bike, and most certainly bears no resemblance to a car. All the technical and practical merits of other personal powered vehicles are totally consigned to the metaphorical skip. In the eyes of unbelievers it bestows no advantages whatsoever on those who prefer this eccentric mode of transport.

There are folk who have tried to somehow connect with the bike and sidecar combination and failed. Some cannot come to terms with the required riding skills, whilst others succumb to the ridicule that goes with being so different. They try, but after an initial flush of enthusiasm, return to some form of social acceptability and, well, sameness. Maybe that's not a proper word, but you know what I mean.

So what about us ? We lost souls who have no idea what a prop stand is for; see no need to put feet down at traffic lights (potential problem when returning to riding a solo bike !); cannot understand what knee sliders are for; and wonder why other biker types have to walk around carrying their helmet. Well, the possible answer is that we relish the idea of an activity that provides access to the wonderful world that is motorcycling, yet be somehow accepted even by non-believers. Instead of being a total social outcast, we are confronted with "You don't see many of those anymore", or the well used, "My dad used to have one of those." Whatever, as Ken Dodd would say, many of us like to exercise our chuckle muscle.

Over the years Pat and I have had many opportunities to smile when involved with sidecars. Sometimes as a result of the pleasure of riding to places near and far, and when experiencing the humour that is so often displayed when in the company of like minded souls. Yes, we have had a lot of Sidecar Smiles, and continue to do so. The game plan is to make sure we have many more in the future.

Some of our exploits are funny in retrospect, although there are tales in the book of Sidecar Smiles, whilst memorable, probably wouldn't be seen as such by some. However, like beauty is in the eye of the beholder, humour is a personal thing. Sidecar Smiles are not guaranteed to be belly laugh funny, but like sidecars, provide a different take on life.

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Sidecar Smile 1

The truth is that I did have the odd experience of being a sidecar passenger as a child, but nothing too memorable. If anything, they were events involving noise and some confusion. The major reason was probably because as a small child sitting in an old British coach built, I was able to see nothing other than the sky, and possibly the rider. The so-called windows of the post second world war sidecars I recall were hardly transparent, so maybe it wasn't actually the sky, just a celluloid haze. The noise and vibrations, of course, would be of the British single, or parallel twin variety.

Dad had a sidecar combination for a short time, so briefly in fact that I can't even remember what it was, or travelling in it. It came and went between a couple of solo Francis Barnetts. I do recall getting a lift with a complete stranger from the centre of Sheffield to the estate where I lived after attending a semi-final FA cup game in 1960. We had been on the same coach of disappointed fans returning from Manchester, and this guy offered one disappointed young football supporter a lift. I could just see through the front window and recall the roar and vibration of the Triumph twin. In retrospect, I remember the 5 mile ride more than the football match.

The Sidecar Smile bit comes from the next time I experienced the joys of being a passenger in a sidecar. I was an apprentice with the Ford Motor Company at Dagenham in Essex. I shared digs with Malcolm from Doncaster, who was into car racing at club level. His racer, an old style Ford, was street legal and whenever he travelled back to Yorkshire for weekends I would join him and others, sharing petrol costs. One weekend the deal was slightly different because he had removed the car's engine whilst at home for some work to be undertaken. The nature of the work was unidentified, and the arrangement was still to pick me up for the journey back south.

Malcolm arrived on the Sunday riding a Triumph with what I remember as a rather used Busmar sidecar. He said I could ride in the chair. There was a slight problem, I would have to sit in the child adult sidecar's rear seat because his car's engine block occupied the front of the sidecar. He was taking it back to Essex to "work" on it, including a rebore.

Anyhow, I was fine, being barely 18 and fully understanding his desire to sort his engine. At the time I was slowly re-building my 250 BSA in my bedroom at the Sheffield family home, as you do. With legs across the car engine, I attempted to settle for the 160 mile journey, as Malcolm gave the Triumph some enthusiastic "welly". In these pre-motorway days, the journey was familiar. A616 from Sheffield to Newark, A1 down as far as Huntingdon, then A14 and A10 to east London.

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We were barely 20 miles down the road when my trusty pilot pulled up. The sidecar door opened and he reached in for a paper carrier bag. With not a word, he leaned over the Triumph, so I clambered out to check on what he was doing.

Malcolm disconnected the carburettor and its manifold. Another manifold was removed from the carrier bag, suitably prepared with gasket sealant (old hands will know it as gasket goo), and proceeded to re-fit the carb with the fresh manifold. A very hot engine caused inevitable oaths as skin met metal, but the job was soon done.

Malcolm explained that this Triumph Thunderbird used an SU carburettor and was notorious for air leaks where met manifold. His solution, to swap manifolds when he felt the engine starting to overheat. The fun started for me when Malcolm requested that I clean the removed manifold, and apply gasket goo as soon as he gave me the nod. Issues about letting the engine cool before fitting and allowing the goo to set did not arise. An imperfect solution for an imperfect situation, but we made it.

To be fair, we achieved about 50 miles out of each "manifold stop", which coincided with toilet and drink stops. I hardly noticed my uncomfortable position as I was pre-occupied with my mobile mechanic's tasks. The journey didn't take as long as I thought it could have done. As for all Thunderbirds with SU carbs having the same air leak problem, I never found out.

Did the experience constitute a Sidecar Smile ? Absolutely, Malcolm was a character anyway, and the journey just added to the eccentric image of the guy. Circumstances never saw me ride in that old sidecar again, and neither have I had such intimate dealings with the workings of an SU carburettor on an old Triumph.

There's no doubt that at the time this particular escapade amused ourselves and others. Even now, the thought of it makes me smile.

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