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Shiftin' Gears

Bad to the bone – bone tumour forces biker chick to adapt

This story first appeared in Abilities Magazine

November 2008

The year 2007 turned out to be a not-so-pleasant one. Now, when asked about my amputation, I merely respond, “Bad year, that 2007.”

The discovery of a bone tumour left me a below-the-knee, left side (LBK) amputee, late January 2007. My amputation and subsequent chemotherapy had me anxious I wouldn't ride my silver anniversary - my 25th year of riding. There I was – survivor of the fittest, having seen most of the continent from behind a set of Harley handlebars, emerging with no scrapes or skids – only to have surgeons remove my left foot. My gear shifting foot. When I could have worried about anything else, not excluding my own mortality, my anxieties centred around riding season. After all, there are marriages that never even come close making The Big Silver.

Cutting right to the marrow, it wasn't long before I started my homework - a lengthy investigation into alternatives to two-wheeled motorcycle travel. Wheelchair four-wheelin' had quickly lost its lustre, prompting me to explore trikes and sidecars for solutions to my shiftin' attitude.

Trikes
In Motorcycledom, simply, a trike is a three-wheeled motorcycle. Trikes are available in two configurations: tadpole, sometimes called “reverse trike”, where two wheels are out front and one wheel at the rear, and the more traditional delta, where one wheel is out front and two at rear.

Prior to the advent of trike conversion kits, in their quest to stay in the wind, physically challenged motorcyclists were creating home-built trikes, welding together machines that were often not road safe, or insurable. Inferior welds and unstable front ends together with bogus vehicle inspection certificates manifested into trouble. With the perceived high risk of injury, insurance companies were reluctant and most times outright refused to insure this type of machine.

Acknowledging the physically challenged riding community, companies producing trike conversion kits began to surface, and in tandem with motorcycle dealers, offered riders a product that was safe, street-legal, and insurable: a motorcycle, converted into a trike. The motorcycle industry in turn began to develop and market adaptive products for riders with specific disabilities. Lower extremity amputees and stroke victims now had a variety of options available to them that modify and aid in the shifting of gears and braking, such as heel/toe shifters, floorboard shifters, air shifters (that are hand-controlled), and hand brake systems that eliminate the need to use the right foot. Some companies are now producing trikes with automatic transmissions.

Trikes offer much to the physically challenged rider. Stability gained from three-wheeled road contact coupled with a reverse gear is of great benefit to those experiencing problems with leg strength and balance.

Survivors of vehicular accidents rank high the necessity of having a good suspension system. Post accident surgeries involving the addition of nuts, bolts and steel plates to the human body necessitate comfort, satisfied by suspension systems that are adjustable to a rider's specific comfort level.

With trike conversion kits readily available to motorcycle dealers, conversion is made simple. Specific kits are now available for specific motorcycle models, and are installed onto the basic motorcycle. Prices vary according to the model of motorcycle to be converted, and can range anywhere from $10,000 to $15,000 and up. Additionally, there are now companies producing a myriad of ready-made trike models, each as unique as an individual's preference might be. Price for ready-made can start at $19, 000. Boss Hoss® Cycles offers a liquid-cooled V-8 to customers that really like to sink their teeth into meaty power, while Bombardier's tadpole-configured Can-Am™ Spyder™ Roadster offers stability and unique styling for the rider that likes to stand out in a crowd. Harley-Davidson has also addressed consumer demand with its first factory trike being presented in its 2009 line-up.

Triker culture has been enjoyed and celebrated through riding clubs dedicated exclusively to the trike rider. Three's the charm - a chance to show their machines, participate in family-friendly camping weekends and contribute time and money to charitable events keep members of the Brothers of the Third Wheel (BTW) working hard to hold the triker community together.

Sidecars
A significantly less expensive option, and ultimately the route I chose to travel, is the installation of a sidecar to your existing motorcycle. A sidecar is a cart bolted to the side of a motorcycle. There are differences between trikes and sidecars: appearance, price, physical manageability, and drive. Trikes are rear-wheel driven, whereas a traditional sidecar has no drive – it rolls on a wheel alongside the motorcycle. Simple modifications, such as relocating the foot shifter to the right side of the motorcycle, as I did, saved money by eliminating the purchase of a button-controlled shifter.

A sidecar adds stability instantly. The third wheel added to the motorcycle eliminates the need to balance the motorcycle using your legs. Extra space increases luggage capacity and adds room for another passenger. Styles range from fibreglass space-age to solid steel nostalgia and can vary in price from $1,000 in the used range to as much as $5,000 and up for brand new, taking into consideration options such as special paint effects, windshield or not, top/tonneau cover or not, and of course, chrome.

Physical manageability can vary. Proper installation by a shop experienced in sidecar installation is extremely critical to both comfort and safety. Handling a motorcycle with sidecar is different than that of a trike. There is a push/pull effect as the sidecar wheel “follows” the motorcycle to its side.

Foreign
Of particular interest to the wheelchair motorcyclist might be Martin Conquest's wheelchair driven trike. Hailing from the United Kingdom, the unit comes with a loading ramp and hand controls and is designed for those that have disablities from the waist down. Still fresh, the company has a wonderful website with video demonstrating the product.

There are also American alternatives to trike kits, such as Ghost Wheels and Instatrike made by Safety Features Inc. Although interesting, they are not legal in Canada. Be sure to check with your provincial regulatory body and insurance company as to what is street-legal, and insurable. In Ontario, trikes are considered motorcycles, and require a valid motorcycle licence.

Whatever your bone of contention might be – the trick is to do the pre-op – assess your personal needs, level of riding experience and ultimately what your wallet can afford. Rise to your life challenge - adaptation and a shift in attitude just might be what the doctor ordered.

Copies of Abilities Magazine may be found in Chapters Bookstores everywhere

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British Parts Wanted

Wanted: British Parts. Repeatedly I've seen this ad in a buy and sell rag and I keep thinking, "Man, this guy's probably got a basket case, can't find the parts, and he's stuck in the middle of it." Seems for years now he's been trying to finish that ol' basket case. As a matter of fact I'm convinced the poor fellow hasn't learned his lesson yet and he's determined to drive himself crazy.

So one day while I was cutting the hairs on the head of another motorcycle bro, simultaneously trading biker stories about BSAs and Harleys, I happened to mention the British parts ad. Marty tells me he knows the guy behind the advertisement. So there we were, talking about the "poor fellow" who in fact was rebuilding a basket case and instead of learning his lessons, was actually teaching them. Excitedly Marty began to describe in animated detail the beautiful machine our "poor fellow" had rebuilt, from scratch.

This guy's got me intrigued by now. My wheels are turnin' by God and my head's abuzz with ideas for my new website. Now admittedly I know absolutely nothing about British motorcycles. I do know however that I've always favored the classic look of a vintage bike no matter what the make. So I flippantly asked Marty if he thought this "rebuilder of British bikes" would be willing to allow me to interview him (this flippantness always gets me into trouble...) Marty replies, telling me he'd ask him, and the worst that can happen is he'd say no. This would make a nice addition to my "Real Bikes Real People" page on my website...

A week or so goes by, and by now I had totally forgotten about wanting to interview John, the "rebuilder of British Bikes" - until one day I received a phone call from him. In a surprisingly literate, non-grunting well mannered voice, he agreed to let me come see his motorcycle and interview him. Jumping from my salon-professional clothing into jeans and a Harley shirt, with the glorious hot sun shining down upon me, I rode my bike over to meet John.

Rounding the corner onto his street, I saw a garage door, open to the world, complete with motorcycles displayed against a backdrop of bike posters and tools neatly hanging from their specified spots. Must have the right place. "Hi Liz! Come on in - we're inside the shop!" Suddenly a flood of conflicting thoughts and images invaded my head as I watched this small framed man, with neatly trimmed graying hair wave me in from inside the garage. Must be the neighbor who thinks he owns the place. Setting my lid on my motorcycle, I walked up the drive and joined the guys discussing bike repairs, inside the shop. By now I'm totally overwhelmed with the flash of chrome, parts and tidiness of the place, and still looking for John. There was no long-haired, goatee-bearded, 250lbs+, bandana-wearing biker dude anywhere to be seen. There was, however a small framed man with neatly trimmed graying hair and impeccable manners introducing himself as "John". Now, if ever there was a contradiction to be seen, this was it. I mean, this guy looked nothing like what I had pictured in my mind a "rebuilder of British bikes" would look like. His friend must have thought the same about me. He seemed pretty excited at the whole scene of my pulling up the drive on my loud rumbling Hog. Especially given the fact I was on my toes on the damn thing. (That always gets them...)

After a concluding diagnosis on his friend's British bike's woes, John sent him along his merry way, gas tank in hand and a smile on his face. But not before his friend sang the praises of John's intelligence when it came to British bikes. I could see by the collection of books and manuals lining the shelves that this guy had a serious hobby here - a serious obsession. Suddenly I felt privileged to have been allowed into this sacred place. That no one else would think to interview this man before (maybe they had, but didn't have the nerve to ask) made me feel like I'd won the lottery.

With John's permission, I began taking pictures. In his soft-spoken voice he talked about his bikes, describing what year they were born, what changes they'd gone through together on their journey to original condition - just as any proud parent would of their own precious growing babies. Married and childless, the retired elementary teacher had always had a passion for motorcycles. Restoring for only the last fifteen years but riding since age seventeen, John fondly recalled memories of his first bike - a 1966 Yamaha 250. Good year, I thought. I piped in about my Honda 250 at that point, and about my first year of riding - at age sixteen, on a Honda Twinstar. His passion for his British family very quickly re-ignited my own passion for motorcycles. I caught myself getting off topic many times, trailing off into my own stories of sordid adventures while on the road, often drawing a chuckle out of John.

Sitting under a lovely shade tree, a welcome respite from the 30 degree Celsius heat, it was during periods of my own silence (a rare thing I must say) that it became evident just how extremely knowledgeable this man was. He knew his craft well, and I could see why his friends would bring their "patients" to the "Dr. of British". John was once again teaching - teaching me that Norton's "Commando" was rubber-mounted -just like my Dyna is today, but back then, ahead of it's time. Teaching me that Triumph and BSA were competing adversaries. Teaching me that British bikes, while they tend to intimidate one who's not so mechanically inclined, are really just very basic - a motorcycle - with two wheels, basic suspension, and a motor which, except for a couple of special ones, requires mostly just simple hand tools to work with. When asked, his favorite bike is the Commando - he finds they have plenty of torque and run very smoothly due to the rubber mounted engine. John's first restoration was a 1970 Norton Commando and a 1970 BSA 500 Royal Star - yes, you got it - two at a time! He discovered that for the most part (pardon the pun) parts were readily available, whether original or reproduction. Most of the parts are Made in England still. The one thing John does find harder to locate are the gas tanks.

"I belong to the Canadian Vintage Motorcycle Group (CVMG) which is a great resource for information and parts. Our group hosts and attends regularly scheduled events - such as the upcoming rally down in Paris, Ontario, Father's Day weekend. It's a combination bike show and swap meet."

In addition to events, the CVMG publishes a newsletter containing free ads and is a great network within the club for the exchange of information. When asked about insurance, the reply was a surprising one to me. At one time not so long ago, it was difficult to find insurance for any vintage motorcycle over 25 years old. Skyrocketing prices kept collectors from insuring their treasures. Diligent sourcing on John's part led him to Dalton Timmis, an insurance company that caters to vintage owners. The prices were reasonable enough to prompt John into insuring his bike(s) through them. Although quotes may vary according to the model of motorcycle being protected, John found Dalton Timmis' quotes at times to be 1/2 of the current rate, further encouraging him to inquire about insurance for his Harley. (Yes, he rides a Hog as well.)

What's his wife think of all of this?

"She's the gardener. My wife has also been riding since age sixteen. She rides a vintage Honda 350/4. [350cc, 4cylinder] Once in awhile I need her assistance holding parts in position while I do what's necessary at the time. She is very supportive of what I do – she knows where to find me most of the time!"

So the wife didn't escape unscathed. Might as well join 'em if you can't beat 'em.

As for myself - what have I come away with? Well, if I don't ask, for sure I won't get. The most important lesson taught and learned - we all start off small, we never stop learning, and it's the Triumph of putting together all the little pieces, the turning of a key which actually opens the door, that makes life worth living. It's not about the end - it's about the ride along the way.

For further information about the Canadian Vintage Motorcycle Group, go online at www.cvmg.ca.

1972 Norton 750 Commando Combat
Starting in 1968, Norton made several models of Commando.
This 1972 Norton 750 Commando Combat has logged only 896
original miles since it's restoration. It is considered to be Norton's
fastest stock model of motorcycle. It is also sometimes known as
the Roadster because of it's small streamlined style. Norton then
produced a touring model Commando, utilizing the same chassis and engine
as the Combat, but with a larger fuel tank, different seat and different muffler
style. In 1973, Norton goes to 850cc. 1975 Norton 850 Commando Roadster
was Norton's first to have electric start, disc brakes front and rear, and was
also the last full year of production for the Commando.

1967 Triumph Tiger Cub
This little cutie (my favourite due to the size) uses all of its 200cc for trail riding as well as street. It sits at 4000 original miles, and is considered to be dual purpose - on and off road.


1968 Triumph Trophy 650 (also called Tiger 650)	1967 BSA 500 Royal Star Beginning summer of 2004, it took John less than a year of royal treatment to build this Royal Star from a basket. The chrome tank gave this model extra flash, and is what makes it stand out from the rest.


John’s official Wall of Shame – years of earning those grays!	John is pictured here on a 1970 Norton Commando

The edited version of this story first appeared in Motorcycle Mojo Magazine

November/December 2005, Volume 4, Issue 6