The EZS Front Rim
The winter started with the importation of the EZS front hub, from Charnwood motorsports in the UK (It was all i could afford .. the rest of the leading link i left behind). It's a 5.5"x15" composite 3 piece rim assembly that was used on some Eu
Date/Time: 2005:02:15 21:14:49
The winter started with the importation of the EZS front hub, from Charnwood motorsports in the UK (This and the matching fiberglass fender was all i could afford .. the rest of the leading link was left un-bought). It's a 5.5"x15" composite 3 piece rim assembly that was used on some Euro-spec sport rigs. This one was meant for a Hayabusa application, so stock bolt pattern Suzuki braking components were useable. In this case I re-utilised my Bandit rotors.
Front Brake Caliper Brackets in Progress
My plan for the leading link was for free-floating brake calipers on brackets riding on an inner axle sleeve, with a floating brake-bar. The theory goes that if geometry is correct, heavy braking will have neutral effect on leading link extension. These a
Date/Time: 2005:03:16 21:07:51
My plan for the leading link was for free-floating brake calipers on brackets riding on an inner axle sleeve, with a floating brake-bar. The theory goes that if geometry is correct, heavy braking will have neutral effect on leading link extension. These are the caliper brackets after a week of hack-sawing, hole drilling and filing.
Fuzzy Wheel Photo
A somewhat fuzzy photo of the caliper bracket in progress, Sizing it up for distance to the floating axle bearing, fitted as fitted onto the front wheel/axle assemby.
Date/Time: 2005:03:25 21:48:17
A somewhat fuzzy photo of the caliper bracket in progress, Sizing it up for distance to the floating axle bearing, fitted as fitted onto the front wheel/axle assemby.
Swingarm Jig Table
The start of the swingarm. The axle bosses are machined billet roundstock, and slipped into the ID of the pipe. The pipe used on the project was .188 wall mild steel 1-3/4" tubing. due to the size of this tubing, i elected to build a 3 piece swing
Date/Time: 2005:03:30 11:27:56
The start of the swingarm. The axle bosses are machined billet roundstock, and slipped into the ID of the pipe. The pipe used on the project was .188 wall 1-3/4" DOM tubing. due to the size of this tubing, i elected to build a 3 piece swingarm fork, welded up. Why? It suited the design to come, of the slider pivots for the downtubes. The tubing is in a homebrew welding table to keep things lined up and square during welding.
Fabrication #1
This is the swingarm fresh back from being welded up.
Date/Time: 2005:03:30 20:59:42
This is the swingarm fresh back from being welded up. The tire on the rim assembly is a 185/55R15 series budget sport tire.
Fabrication #2
This is the reason for building the 3 piece swingarm, to keep it square so i could flat-deck the rear portion of the swingarm for a set of sliding bearing-block shoes bolted in position, which in turn are the downtube pivot-points. This allows for limited
Date/Time: 2005:04:19 18:57:55
This is the reason for building the 3 piece swingarm, to keep it square so i could flat-deck the rear portion of the swingarm for a set of sliding bearing-block shoes bolted in position, which in turn are the downtube pivot-points. This allows for limited adjustment in trail. The fender is the other item that i obtained from EZS. It is modelled on the hayabusa fender, but obviously widened. The bracketry attaching it to the swingarm was fabricated from stainless steel flatstock and tubing, with handmade mounting tabs. Pretty fiddly work.
Fabrication #3
Another view of the detached wheel assembly in progress.
Date/Time: 2005:04:19 18:58:55
Another view of the detached wheel assembly in progress.
Assembly #1
The next steps of fabrication moved rapidly. The 1-3/4" (44.5 mm) DOM tubing was lathed down to 43mm at one end of each, to slip through the bandits stock front fork trees. The downtubes were then cut, bent, and welded with substantial gussetting a
Date/Time: 2005:04:30 10:13:25
The next steps of fabrication moved rapidly. The 1-3/4" (44.5 mm) DOM tubing was lathed down to 43mm at one end of each, to slip through the bandits stock front fork trees. The downtubes were then cut, bent, and welded with substantial gussetting at stress and vibration points. brackets were welded to the end of the downtubes to mate with bearing block shoes on the swingarm. Tubework was fun.
Assembly #2
A side-on view of the front end, just before disassembly and being sent off to the powder-coaters. The shocks being used were old-style Progressive Suspension 418's bought off ebay cheap - and ultimately not used because heavier replacement springs were
Date/Time: 2005:04:30 10:12:22
A side-on view of the front end, just before disassembly and being sent off to the powder-coaters. The shocks being used were old-style Progressive Suspension 418's bought off ebay cheap - and ultimately not used because heavier replacement springs were not available any longer. They were hopelessly weak as is.
Assembly #3
The front end fresh back from the powder-coaters, and freshly installed. The stock front-wheel driven speedometer is retained, and uses a DR650 3" longer drive cable for additional routing length.
Date/Time: 2005:05:07 19:10:23
The front end fresh back from the powder-coaters, and freshly installed. The stock front-wheel driven speedometer is retained, and uses a DR650 3" longer drive cable for additional routing length.
Leading Link Rollout #1
The first roll-out of the garage, with the front end finished and installed, and the fairing back on. It certainly looks substantial. In this photo however, it is apparent that the front shocks are weak, even sitting static like this. A new set of 418'
Date/Time: 2005:05:08 10:20:02
The first roll-out of the garage, with the front end finished and installed, and the fairing back on. It certainly looks substantial. In this photo however, it is apparent that the front shocks are weak, even sitting static like this. A new set of 418's was sourced, with a couple heavier sets of springs to experiment with.
Leading Link Rollout #2
Another view of the finished front end. I elected to use the stock 4-pot Nissin calipers, instead of 6-pot Tokicos - The 4-pots had plenty of bite as it is! As can be seen, not only did i have to account for front end geometry and downtube angles, I had
Date/Time: 2005:05:08 10:20:17
Another view of the finished front end. I elected to use the stock 4-pot Nissin calipers, instead of 6-pot Tokicos - The 4-pots had plenty of bite as it is! As can be seen, not only did i have to account for front end geometry and downtube angles, I had clearance issues to deal with on the fairing and the oil cooler to make sure it was all correct, the first time done.
Saimesed Rear Brake #1
This was another winter project, a Siamesed billet aluminium foot-peg. Using an additional Bandit master cylinder assembly, and assorted bracketry attached to the sidecar frame, the sidecar brake was suspended from the end of the rear brake pedal assembl
Date/Time: 2005:01:09 15:34:02
This was another winter project, a Siamesed billet aluminium foot-peg. Using an additional Bandit master cylinder assembly, and assorted bracketry attached to the sidecar frame, the sidecar brake was suspended from the end of the rear brake pedal assembly.
Saimesed Rear Brake #2
Another view of the billet aluminium foot rest. It was produced out of a chunk of aluminium using files, hacksaw, and a low speed drill press over 3 weeks, and is directly bolted on to the stock Bandit frame mount.
Date/Time: 2005:01:09 15:34:20
Another view of the billet aluminium foot rest. It was produced out of a chunk of aluminium using files, hacksaw, and a low speed drill press over 3 weeks, and is directly bolted on to the stock Bandit frame mount.
Swaybar #1
This is the hardware for the swaybar mounting, revision 1, as designed for the leading swingarm of the original Hannigan suspension.
Date/Time: 2004:11:01 19:18:27
This is the hardware for the swaybar mounting, revision 1, as designed for the leading swingarm of the original Hannigan suspension.
Top Left of the photo is the fabricated swingarm clamp that the Heim-jointed linkage bolts up to.
Bottom Left of the photo shows the fabricated brake caliper mount for the swaybar mount on the sidecar side linkage.
Swaybar #2
This is the welded up subsection of 1 x 1 1/2" rectangular tubing, fabricated up to be welded onto the sidecar frame as a bearing block carrier for the swaybar.
Date/Time: 2004:11:17 20:56:45
This is the welded up subsection of 1 x 1 1/2" rectangular tubing, fabricated up to be welded onto the sidecar frame as a bearing block carrier for the swaybar.
This would later form the basis for the 2005-2006 winter project of changing the sidecar suspension design entirely.
Swaybar Arms
These are the two swaybar arms that are of 4130 bar-stock steel, cut to dimensions and ready for welding to the 4130 3/4" diameter swaybar.
Date/Time: 2004:11:17 20:58:33
These are the two swaybar arms that are of 4130 bar-stock steel, cut to dimensions and ready for welding to the 4130 3/4" diameter swaybar.
Swaybar #3
This is the bearing block mount welded onto the sidecar frame. The bearing block bolts onto this, and allows the swaybar to do it's handling magic by holding the swaybar firmly in position.
Date/Time: 2004:11:17 21:02:09
This is the bearing block mount welded onto the sidecar frame. The bearing block bolts onto this, and allows the swaybar to do it's handling magic by holding the swaybar firmly in position.
Swaybar #4
The swaybar mounted, and showing the motorcycle side of the connection. Using an adjustable linkage, pre-load can be varied on the swaybar.
Date/Time: 2005:01:16 17:01:59
The swaybar mounted, and showing the motorcycle side of the connection. Using an adjustable linkage, pre-load can be varied on the swaybar.
Swaybar #5
This is the centerstand mount for the subframe on the motorcycle, with the bearing block carrier fabricated and welded as an add-on. The end of the swaybar fits through this bearing point, and is suspended above the ground by about 4" just behind th
Date/Time: 2004:11:11 21:08:54
This is the centerstand mount for the subframe on the motorcycle, with the bearing block carrier fabricated and welded as an add-on. The end of the swaybar fits through this bearing point, and is suspended above the ground by about 4" just behind the transmission. It does look kind of low, but i've never hit ground, or been grounded on anything with it.
Swaybar Finished
This shows the swaybar, top-down, as mounted to the sidecar frame. It was an interesting experiment, but in my humble opinion wasn't perfected/optimised until the suspension on the sidecar was reconfigured, to equalize the differing lengths of leverage b
Date/Time: 2005:01:16 17:03:04
This shows the swaybar, top-down, as mounted to the sidecar frame. It was an interesting experiment, but in my humble opinion wasn't perfected/optimised until the suspension on the sidecar was reconfigured, to equalize the differing lengths of leverage between swingarm pivot points as a result of total lengths of swaybar arms to swingarm pivots. A leading swingarm on the sidecar posed limitations that only a jack-shaft arrangement might have cured - and that was beyond my fabrication abilities, much less mechanical understanding to come up with.
