Excerpts from MOTORRAD-GESPANNE 

No.62, März/April 2001

   

Page 20
I’m Nuts About BMW!

It’s almost a philosophical matter of whether you just ride a BMW or make it a ritual, and whether you openly confess your ambitions towards the Bavarian brand. There is no difference which point of view you take; however, BMW makes handsome bikes that are up-to-date. The S model, the four-valve series’ sports version, is a bike that turns out well and gives its owner some fun. No matter whether you try the agile Walter S (see MG 53) or the good-looking Stern S (see MG 50), both are not just worth a test ride for all the money you have to spend for them.
Thomas Bode entered the sidecar market with his Subsonic two years ago. Attached to several BMW flat-twins the body shows its flexibility (see MG 56, page 20). With different screens it transforms from a sports body to a touring platform.

Cooperation is a topic that gradually enters the rig manufacturers’ business life. As there are specialized companies that are able to provide a quality product at a considerable price by minimum series production, there is no necessity that all manufacturers produce all parts on their own. This could be said for Thomas Bode in this case. Walter and Stern were already offering a conversion kit for the S model, so Bode didn’t develop his own and used a bike kit by EZS. This formed the foundation for his rig. He didn’t take the EZS wheels, as he had been working on his own wheels which he wanted to introduce with his rig. These wheels are based on composite rims as usual nowadays. Rim halves of different width can be attached to the hub.

The variable system used by EZS, Walter, or Sauer has been proven in recent years. To underline the sportiness of the S model Bode installed an extremely wide 7“ rim with a 215/45x15 tire. A shortened original strut and a Technoflex spring lower the stern. This single-arm suspended super wide wheel doesn’t just look fat but slightly lessens the sidecar’s tendency to rise in right bends, as it is not mounted in the middle of the frame. The front 195/45x15 tire isn’t appreciably narrower. The caster has a range of 30 millimeters.

The outfit’s aggressive paint job is not an indicator of its sporting prowess. Naturally this is more influenced by the seating position, the engine performance, and by a good chassis.

1330 millimeters of track and the heavy body provide a good weight balance. So you are able to ride the bends relatively quickly even without a passenger or ballast in the sidecar. With a bit of physical exercise you are able to control the sidecar’s tendency to rise and have a lot of fun especially when negotiating clearly visible bends. Shifting, accelerating, and braking create a perfect conductor to the country road symphony. Movement is advancing to a trend in art.(????) It is nothing but fun riding the Bode S rig. There is almost no worrying about track sensitivity. You’ll get on well with this rig, perhaps because of the altered seating position. A conversion kit from Bode’s own garage lowers the foot rests by 5 centimeters and moves them backward by 2 centimeters. That is just great - period.

The suspension is very rigid, yet with the Technoflex spring it is still much better than the Stern S’ which we presented in MG 50. The sidecar features a Bilstein strut that contributes to the rig’s sporting trim.

Tuning the engine by an altered control unit seems like black magic, especially as the increased performance isn’t noticeable without a dyno or comparison to another rig. Rumor has it that the flat twin’s power is increased by 10 hp. We’ll let that one go for the moment and try to believe it’s true.

Let’s take a look at the body, which has earned a lot of friends in Germany in a short time. The access is easy by a diagonally opening flap. Behind the body’s detachable front section there is enough room for an additional cooling unit or a headlight. The body’s front lights derive from Nissan, the taillight from Alfa. A rain hood and braked sidecar wheel are standard. Safety belts are optional as well as a rain cover. The seating position in the sidecar is pleasant for short rides. Passengers on long rides might prefer another seat angle. 78 centimeters of width offers room for a child and an adult, but when alone in the sidecar you are looking for a handhold in vain. An upholstered seat, a bucket seat or at least side cushions might be useful accessories.

The small screen effectively deflects the wind, but the broad stern allows drafts to intrude from behind.
The trunk has a volume of 200 liters. An accessory rear rack, available at extra cost can carry additional baggage.

The Bode BMW S rig is an excursion to normality, as it is based on proven components without superfluous frills. It is a fun to ride vehicle, a means of transport with sports flair, and actually performs like a normal rig.
MF


Page 56
All Around The Atlas

Our reader Thomas Reiter had been dreaming about constructing a rig on the basis of the Laverda Atlas and has become the only one known so far who has realized this.

I have had a long history with Laverda. It started when I bought my first Laverda from a friend in 1981. A genuine 500 without the balancer shaft. I knew neither the brand nor the technical specifications at that time. Yet the bike was handsome and somehow extraordinary. It became my companion for 60,000 kilometers and 2 ½ years. It only failed once when the exhaust valves were burnt. My friend, Jürgen Lamprecht, a Laverda dealer at that time, today states that I drove too slowly and cautiously at that time. After that, my Laverda career was looking up.

A 750 SF 3 was my companion for the next 70,000 kilometers. My enthusiasm was rewarded by a compression ring damage in this case. Next I bought a 1000 3 CL, then a 1000 RGA and several more. All of my Laverdas were well finished, reliable, and - with the exception of the 1000 cc models - low in fuel consumption and decidedly durable. My enthusiasm for the in-line engines from Breganze/Italy - where Laverda manufactured bikes until the middle of the 80s - is still unbroken.

After my Laverda Atlas - a rare enduro bikes of the Italian manufacturer (around 470 bikes in all, about 10 bikes are still registered in Germany) - had carried me to Morocco and the Sahara foothills, my travel keenness took me to North Africa more often. During one tour on a Yamaha SR 500 with Velorex sidecar, I had to stick to the main traffic routes because the rig lacked dirt track ability. The SR ran 8,000 kilometers just for this tour - almost without rest and never failed to run. An optimal bike for a light sidecar.

After returning home I bought a dismantled Atlas with a damaged engine and assembled it with the engine I had left at home. The experienced rig builder Mike Ott completed the conversion. The Laverda was fitted with an auxiliary frame to take the bike’s fittings. “Much too solid!”, Mike grinned. The home made sidecar chassis was fixed to the auxiliary frame in four places. A long cross strut came to support the upper front fitting by forming a triangle at the level of the sidecar swing arm. The original telescopic fork had to make way for an adjustable swing arm unit with Hagon Moto-Cross struts. The 21” front wheel was replaced by the standard 17” rear wheel. The disk was replaced by one from a BMW K 75.

For the rear wheel I took a Honda Africa Twin spoke wheel and borrowed the brake unit as well. The standard rear wheel had spoke angles of more than 90 ° and wasn’t able to bear the axial load. The sidecar’s wheel, brake, and hub came from a Peugeot 104. The hydraulic drum is now operated together with the rear brake by a larger Brembo pump.
The body is made by Mike Ott as well. It includes a large trunk with flap and a spare tank between chassis and body. The TÜV had no objections and so I got my permission at once.

The Atlas’ reliability and economic fuel consumption had won me over to the solo bike a long time ago.
In rig riding these qualities are an advantage. With the standard transmission an average cruising speed of 100 kmh at 5,000 rpm is possible. That keeps the Atlas engine turning at a comfortable rate. Maximum speed ranges around 140 kmh.

The rig with its 50 hp is well controllable on dirt tracks. The engine requires high revs however, to compensate for the lack of the twin’s torque at lower revs. The clutch has a lot of work to do on dirt tracks but still works without complaint.

As the engine is fitted with a very coarse engine oil sieve as standard, I installed an oil filter system with a fine stream filter to the main stream. The filter is located between the oil cooler and cylinder head below the tank directly in the air stream. Fuel consumption ranges between 5 ½ and 6 ½ liters of 98 octane per 100 km.

Meanwhile I have put around 6,000 kilometers on the outfit. The enduro’s center of gravity is rather high which is very noticeable in the swervery. Though I keep the sidecar tank full, the sidecar keeps lifting. It requires some experience to ride fast and safely on normal roads.
As the tire wear has increased I have started using 17“ tires with a winter profile, which are retreads made especially for rig use by Reifen Wegner in Ahlen, Germany. I have used these retreads for some of my rigs and I am still amazed by their durability and stability.

At the moment I am looking forward to getting enough spare time to return on three-wheels to the African sand. Unfortunately, for job reasons I wasn’t able to accompany my friend Jürgen Lamprecht on a tour to Dakar he made on his Moto Guzzi Falcone.
Yet it is well known that hope is the elixir of the yearning.
Thomas Reiter

Page 58
Freedom That I Love

Biking has been always fun for me. Unfortunately, fate had it that I became confined to a wheelchair after a sport accident in 1982. Nevertheless, I have never dropped the wish to continue motor biking. Then I learned of someone in a wheelchair who rode a side car combination. I couldn’t get that thought out of my mind. So I contacted Herwarth Fries who had converted a rig for hand operation, and visited him in Siegen. The rig test ride became a success. So I had myself registered at the office for driver’s licenses in Siegen, as the authorities in my hometown didn’t take me serious at that time. After the riding exam they no longer had a reason to refuse the permission to ride to me.

I bought a GL 1100. Herwarth Fries changed it to meet my necessities and I remained true to this vehicle for 14 years. I traveled all over Europe by this rig. The culmination was a rig tour throughout New Zealand.

Gradually I started dreaming of a six cylinder bike. Meanwhile, different people with wheelchairs rode my rig to pass their riding tests to receive their driver’s license. Finally a friend asked me to sell my rig to him. I didn’t reflect for long, because I felt changes coming. I had to fulfill my six cylinder dream. I just had to find the proper side car as my dog, who is my traveling companion, needs some room. I liked a friend’s GL 1500 rig but where should I put the wheelchair. One day I visited the rig manufacturer Walter to ask for the possibilities I might have. Yet the first view of the garage took my breath away. My dream was twinkling towards me with six chromium cylinder covers. A Honda F 6 C, a naked Goldwing with Caesar side car. I was fascinated at once. I didn’t sleep well the following night. Again and again my rig drove before my eyes. I returned to the garage the very next day. I sat on the bike, my four-legged friend in the side car. I knew for sure this would become my new toy. The room between bike and sidecar offered an unexpected advantage: There was exactly enough room for a wheelchair carrier and I would be able to place the chair in and out without help. I signed the contract of sale.

I called Herwarth Fries the same evening. He was willing to assist me with the conversion. The brake pedal was replaced by a second hand lever. A magnetic switch operated the shifting. The wheelchair carrier was developed by Helmut Walter and Herwarth Fries as a team work. The conversion work took five weeks. After that a phone call released me from waiting. Right the first tour brought me lots and lots of riding fun. The chassis was fabulous and the engine accelerated powerful. And there was plenty of room for a passenger in the side car.

My rig and I have become a good team during the last two years. We have traveled to France, Switzerland, Italy, and Austria, and across the main Alpine passes. Riding up the turns, leaving the clouds beyond and enjoying marvelous views means the freedom that I love.
Eddie Zinner

Page 8
Royal cruises

Powerful bikes sufficient for family cruisers are very rare. Walter has discovered the Yamaha Royal Star Venture as the suitable vehicle for his Freeway King.

When Yamaha introduced the Royal Star years ago the friends of large cruising rigs were pleased at first. A high capacity V-four engine with a minimum care shaft drive - exactly the bike desired for a combination like that. As often with attractive new models Walter reacted immediately and added the Yamaha cruiser to his range. After all, soon was discovered that 74 hp combined with a family side car didn’t achieve more than peaceful cruising.

Yamaha had done more than necessary in reducing the V-four engine which was known to be capable from models like the XVZ 12/13 T and V-Max. As a competitor for the Royal Star Side Bike drew the obvious conclusion and for the first time they changed from their former house brand to Honda’s F 6 C, to be able to offer a befitted tug for their Renaissance side car. At this time Walter had the Valkyrie in his range long since - we mention this just in passing.

For the benefit of the brand’s friends Yamaha later introduced the Royal Star Venture with 95 hp and attractive equipment like fairing, baggage unit, radio and cassette player and cruise control. Though the strengthened chassis prevented the installation of the conversion kits especially developed for the Royal Star, Walter didn’t spare the additional effort and fitted his Freeway King to the super cruiser. Needless to say that there are still other side cars of the Walter range that may be combined with the Yamaha bike.

For the conversion Water fell back on proven technique. The front wheel is suspended by a swing arm with two struts. The rear central strut is fitted with air pressure by standard, so it may be adjusted very easily to additional load. The Yamaha’s wheels had to make way for 15“ composite wheels with car tires. For the lack of room the dimensions for the rear tires aren’t as broad as those of Walter’s similarly designed Valkyrie conversion.
As standard for Walter’s constructions the side car’s brake disk is operated by a driver lever at the pedal. That way the bike’s hydraulic brake systems can be left untouched. And the Freeway King which is fixed to the bike by four fittings can be detached more easily from the Venture - for example for maintenance work. Because of the front swing arm and the tires it is not possible to make solo riding optional.
With different valve timing, increased valve stroke, and 32 carburetors with throttle control sensors Yamaha pepped up the Royal Star by 21 hp to 95 hp. This has such a distinct effect that you don’t need a direct comparison to feel the difference. The venture shows more power in all rev ranges and can be ridden better even with high load. Especially on the Autobahn the extra of power become apparent. With a maximum speed of 160 kmph a cruising speed of about 130 kmph means no problem even on gradients.

The four cylinder is comparatively modest, however. Even in our compulsory long-term full throttle test no more than 12 liters of 95 octane fuel ran through the jets. Keeping to a moderate cruising speed you can squeeze the fuel consumption below eight liters. We established our figures using the high accessory screen which gives more protection to the driver than the flat one which is used in the German standard version.

The concept already makes you suspect that the V-four engine with a cylinder angle of 70 ° performs a quiet running. Just the rigid frame fixings let some vibrations get to the handle bars. These are gentle but it cannot compete with the calm running of the Honda Valkyrie. Talking about background sounds: The noise level never gets on the rider’s nerves, but you can’t call „sound“ what acoustically emerges from the two exhaust pipes. May be this is of no significance but your ears earn some comfort, too, don’t they?

The cruise control undoubtedly underlines the cruising philosophy. The throttle assistant works similar to the Gold Wing’s in principle. For safety reasons it is deactivated in the very moment you brake, you pull the clutch control or slightly turn back the throttle. You only learn how often you have to take one of these actions while using this accessory. May be you miss a reverse gear for this big bike. The Venture is not blessed with such a maneuver assistant by standard, and there is no solution available on the accessory market. A good topic: a reverse gear expansion kit for side car tugs. Fortunately, the Venture three wheeler’s 530 kg may be pushed relatively easily by manpower - as long as the surface is flat. Anyway, some farsight- edness is required in order not to get stuck hopelessly some day.
The steering works without extraordinary effort, though Walter has chosen a comparatively long front-wheel caster with 60 millimeters. He did this out of purpose as a cruiser rigdoesn’t require those agile steering qualities of a kart. Due to the wide handlebar the willingly reacting hydraulic damper the Venture can be steered easily. A minor defect: Depending on riding and surface qualities the front may become a bit unstable. The cause might be the unfavourable weight balance around the steering axle, as the large fairing is mounted directly to the handle bar. This phenomenon does only appear in low speed and isn’t alarming. To spare your arm muscles you’d rather accommodate with this little problem than to force Walter to install a tighter damper.

The Venture runs straight very well and isn’t sensitive for tracks and other road harassment. We noticed amazed that the side car wheel magically can be lifted in right bends, despite of the Freeway King’s mass and the wide track. Load makes the thing look different: the long track of 1.49 meters shows its effect.

In left bends the rig stays with or without load undisturbed on the ground. The only way to spoil the neutral behavior is to rev up brutally within the curve. With this the front wheel becomes overloaded by thrust and - as most rig front wheels of this performance class do - carries on straight. Yet who wants to force the cruiser into such exercises?

As cruising means calm traveling, too, you’ll surely expect a sensitively reacting suspension for a rig of this type. Koni struts at the Walter fork and the Freeway King meet these demands widely. The single rear damper could provide some more comfort on secondary roads. As usual a stronger spring preload - even if air pressure assisted as in this case - isn’t suitable for more than a compromise. Those who long for more, will have to spend additional money in struts by Technoflex or other specialists.
Brakes have featured a point of discussion between Walter and us again and again. The mechanical combination of the rear and side car brakes by pedal tappet does show the advantages mentioned above, but they cannot compete with a fully hydraulic working, perfectly tuned composite brake assembly. Concerning the Venture pedal force, possibility to be measured out precisely and effect are sufficient. One thing we always find to be faulty - and not only for Walter’s rigs - is the separate operation of the front brake. Most modern side car tugs, as the XVZ 13 TF, have got twin disk assemblies, which quickly may come to lock. Those who brake in the habit of solo riders and don’t assist the front brake with pedal action usually, will be pushed towards the oncoming traffic in the first case of emergency braking. Our advice for rig newcomers is either to practice emergency braking until you’ve internalized the procedure or to ask for a foolproof brake system.

With the Freeway King - which we presented several times in MG already - Walter features a side car in his range which, with a style following those old Indian side cars, has been made for heavy cruisers and still is suitable for families. A slim adult and a child find enough room on the comfortable seat and even for their legs. The high screen protects against the front wind and an included canvas cover can be mounted to a rear bracket to keep the passengers from airflow. The basis equipment includes safety belts and a weather-proof hood which offers enough room for people up to 1.80 meters height. A handsome door makes the access comfortable, which could be improved, if the screen was foldable for access. The water-proof trunk has a large lockable flap and with 160 liters enough room for baggage. And even for those who need more space the Venture offers more possibilities to reach the 300 kg of load permitted.

In the Venture Walter has constructed a great cruiser rig that meets even high touring demands and is a feast for the eyes. The mentioned disadvantages are of minor importance regarding the good price for attractive quality and equipment. The Yamaha XVZ 13 TF is undoubtedly a prime choice. If it is the best, every buyer has to find out for himself.

The European sidecar magazine in English.
The sidecar specialist magazine “Motorrad-Gespanne” (i.e. sidecars) in German language is being read by some 10,500 subscribers regularly since 13 years now. Main topics are: technics, test and tips for d.i.y. Driving reports and presenting new sidecars, historical events, travel reports, sports, magazines and stories about sidecars in U.S. and Europe are further themes.

About 78 pages…
… of “Motorrad-Gespanne” give information about the world of sidecar riding by looking at the technical field, testing sidecars extensively, showing home-made features, and providing tips for practical use. “Motorrad-Ge- spanne” appears every two months and is printed in professional quality in four-color printing. Our homepage in English is still under construction. Yet we invite all of you to visit it now:
www.motorrad-gespanne.de
“Motorrad-Gespanne” now available in English
The most significant stories of all future issues of “MOTORRAD-GESPANNE” will now be available as an English translation in a condensed form. This supplementary leaflet is free for our overseas subscribers. Everyone else who is interested in this leaflet may order it from the publisher by paying the return postage of DM 5,- or $2.50 .

We are looking for assistance
For our English issue we are looking for a sidecar rider who would like to do some work in journalism. Your task will be: Collecting articles, writing reports about the sidecar scene and own articles and editing.
You should own a computer and an email access. Knowledge of German is not necessary.
Please contact:
Martin Franitza, Fax: 00 49 - 96 61 - 81 29 01, Email: gespannzeitung@t-online.de

Page 68
The New Look: Basic

The new fashion statement is called ‘Basic’. Following the fashion industry’s successful creation and implementation of trends, the Aregger brothers hope for a promising spring with their lower priced Tremola II-Basic.
We went into details, to find out whether the Tremola II Basic is merely a simplified version of the original Tremola II - Where did the Swiss save?
In 1996 the Yamaha V-Max with the Tremola II Sidecar was chosen as Sidecar of the Year.
That dreams and reality are sometimes worlds apart is evident from the German Tremola II sales figures. Whereas the Tremola II is a success story outside of Europe, due to favorable Euro exchange rates, the Swiss Franc exchange rate troubles German customers. Only a relatively small number of customers took it into consideration. Now, January 2001, the Swiss respond with the introduction of the Tremola II Basic. The Tremola II is still part of the high-quality-touring-sidecar category, like the EZS Summit or the EML GT2001. Its most impressive argument vs. the Tremola II however is its DM 4000 lower price.
One immediately recognizes the different sidecar frame. Rather than utilizing the in-house manufactured Uni-Frame the sidecar boat is now mounted onto the praxis proven EZS chassis. Due to higher product runs and due to a less complicated manufacturing process, Albert Engbers can produce the proven Universal-Frame at significantly lower cost. The second, drastic cost cutter can be found with the polyester boat itself. The front nose on the original Tremola II functions as a crumble zone, is separately laminated and is separately assembled. On the Tremola II-Basic the nose is directly integrated into the body. Through this process hours of production time and assembly time could be eliminated.
Whereas these changes are easily acceptable, several equipment changes may be arguable.
One might even ask the question: Is the Tremola II Basic the more practical sidecar?
Let’s review the individual changes.
Air-shock assisted passenger hatch: Two air shocks are standard with both models.
Air-shock assisted trunk lid: Not available with the Basic model. As the trunk lid opening angle exceeds 90 degrees one hardly misses the additional shock.
Auxiliary Tank - Preparation: The Basic does not feature an auxiliary tank. Trunk capacity is 330 liters (11.6 cu foot). A 26 liter (6.6 U.S. gal) tank is available as an option. As customary the trunk itself is modified so that the additional tank can be mounted directly onto the sidecar frame. Trunk capacity consequently drops to approximately 300 liters (10.6 cu foot).
Trunk floor cover: This luxury is available as an option
Seat: The Basic features a simplified non-adjustable bench seat. The seating position is very good, albeit slightly firmer than the seating position of the Tremola II. The advantage of the new seating position is that Passengers up 1,70 mtrs. (5 ft. 7“) will not have to look directly at the windshield frame.
Weather Cover: The Basic features a high quality full weather cover, which is slighly lower than the one on Tremola II. 850 mm (33.“) of headroom, enough for children or teenagers including their helmets remain. A higher full weather cover is available as an option.
Carpeted Passenger Compartment/Floor Cover: Both features, in a slightly modified version, are standard with the Basic.
Reading Light/Trunk Light: The reading light and trunk light are missing with the Basic. For an additional DM 290 two adjustable Halogen reading lights are available.

Parking Brake: The Parking Brake, a regulatory requirement in Switzerland and some export countries, is missing and can, due to the EZS - disc brake not be retro-fitted easily.

Apart from the frame and considering considering the price advantage of DM 4,000 the differences between the Tremola II and the Tremola II-Basic are not huge. On the other hand the EZS sidecar frame provides 35 mm ( 1.5“) more ground clearance. The under chassis will be thankful on the next off-road trip or ride around the campground.

It has taken too long until the Swiss finally made the Sidecar of the Year 1996 available to a larger customer segment. The new ARMEC Basic-look is more than just a passing fashion trend. We are already able to provide you with the designer colors for this summer: Kiwi and Pink. Why don’t you shock your painter.

The Test-Setup: BMW R 1100 R/Tremola-II-Basic
The BMW was converted using EML parts. The sidecar setup provides excellent handling. Steering reacts to the smallest inputs. Furthermore, the outfit cleanly follows the road and is quite unreceptive to grooves. Comparatively speaking the Tremola II - Basic is a light weight on the side. Without additional loads in the sidecar one learns how to ride on 2-wheels quite early. Even the slightest right handers allow one to lift the boat. The traditional brake dispersion allows for drifting maneuvers. The turn radius and handling of the outfit is despite a track width of 1340 mm (52.7“) exemplary and automatically reminds of the Sauer-BMW-R-1100-R with Bruno-sidecar (see also M-G No.40).