The purpose of this section is to illustrate the 3 year project that the rig became, and perhaps communicate some tips, pointers and information through pictures and descriptions, of how to put together a rig.

This project was by no means done on a budget. If I had known how much it would cost in time, energy, and most importantly money, I likely would not have taken it up at all. Some techniques or tips may be borrowed to build a rig, but doing it my way - unless you can DIY a lot more than i could, prepare to be paying plenty for services rendered. As much as I wanted it to be, in no way shape or form can this be done on a budget! You've been warned!

As was explained in the general information section of this website already, the project had it's roots in a relatively minor single vehicle accident.

This is not my first sidecar outfit. I've had two other rigs, both came to being, resultant from injuries. What can i say, i'm a real klutz. The first, a Suzuki GR650 twin, with a Velorex 560 sidecar, and the second an '83 Yamaha Seca 750 with a Velorex 562 sidecar, were both hoots to ride. They had their limitations, they no longer leaned like a motorcycle - but - they were fun, and that was what was important. After the accident, I wasn't interested in solo riding .. I did remember the fun of a Sidecar, however.

Thanks to a friend who wishes to remain nameless and therefore blameless, I happened on the sidecar by chance - I hadn't been actively looking for one at the time. Upon investigation, it wasn't the ideal sidecar by any standards of my current motorcycle - It was meant for a heavyweight touring motorcycle like a Honda Goldwing or Suzuki Cavalcade in the 1980's. When i first started riding in ~1988, I remember that David Hannigan was manufacturing these same sidecars locally. I also remembered that on the motorcycle show circuit of that period, that there was a 1982 Honda CB900F with one of these same sidecars attached, used as a demonstrator by Hannigan. I certainly remember it looked neat at the time. That 'sport-rig' of the time appeared to have no special equipment on it - stock front forks, standard rubber.. to build an interpretation of this show-bike of almost 20 years ago, with my Bandit, just how hard could it be?

I have a favorite saying, that mating the standard-sportbike chassis Suzuki Bandit to the Winnibago-huge proportions of the Hannigan Comet, was akin to teaching a Ballerina to Waltz with a Hippo. The Suzuki Bandit has a relatively light chassis, and is not designed for a direct physical hook-up, nor had the suspension capable of holding it's own weight up, much less that of the sidecar added. The sidecar is a substantial amount of weight for a motorcycle to be lugging along - approxamitely 300 lbs worth, empty. Putting a motorcycle and sidecar together that is matched for each other in weight, dimensions, and power capabilities usually involves compromises. Putting a mis-match together like mine, is an exercise in frustration, engineering and fabrication.

This was the winter of 'discovery'. A discovery that i likely bit off way more than was i able to chew.

This winter, i worked on mating the motorcycle to the sidecar, as well as reconditioning the sidecar to acceptable standards of appearance.

Motorcycle Subframe:

The major focus of mechanical improvement and repair was in fabricating the subframe that bolted onto the motorcycle, and distributed the weight and stress-load across the motorcycle frame. The principle of 'when in doubt, build it stout' was definitely subscribed to in it's fabrication.

The subframe was largely fabricated of 1" x 1.5" mild steel rectangular stock. I took inspiration from the engine mount points, and utilized the mount plates salvaged from a rashed-up GIVI engine guard in it's fabrication. Reasoning that the center stand mount point was one of the stronger points of the motorcycle frame, a plug-in adapter frame mount was made to attach to the center stand mount, and tie into the subframe running along-side of the motorcycle frame. All told, there were four seperate mount points to the motorcycle frame to spread the load and strain of the sidecar evenly.


Motorcycle Rear Wheel Assembly:

From the outset, I knew that the Hannigan Comet was a heavy sidecar, it didn't take a rocket scientist (ok, previous experience with two other rigs taught me tire wear increased, even with lightweight setups) to figure out that a $280.00 CDN rear tire wouldn't cope with the load demands of the setup. Through the Sidecar Talk/SCT email list I had found a source for rear wheels built up from motorcycle hubs, that were mated/welded to a centerline automotive wheel.

This has been a topic of controversy in the sidecar community for quite some time. Why not simply find a corresponding automotive tire, and stick it on the rear wheel and call it a day? After some research, it was found that a motorcycle rim, and an automotive rim are machined to different profile and diameter specifications. They are not meant to be interchangeable by design. Some people have managed to do it with certain sizes, and others have hurt themselves in the process of trying to make it work. Additionally, the only potential tire size worth taking a gamble on, was a UK imported tire meant for the Lotus Elise - a 175/55R17 - but it was a high-priced tire to mail order, and the shipping costs from the UK were prohibitive. The only open alternative to pursue, was to locate a conversion rim so that i might use economical and more effectively handling flat-profile automotive rubber.

At the time of research, the only source found was through Harry Tarzian. Mr Tarzian specializes in BMW shaft-drive conversions, though he has done a few Bandit rear wheel modifications in the past. Unfortunately, Harry has no internet presence.

The centerline conversion consisted of a motorcycle rim assembly, with the hub machined clean of the wheel spokes. It was then precision-welded to a machined 15" x 5.0" Centerline wheel blank on center. Once the wheel assembly was completed, it was fitted with a 165R15 (later fitted was a 185/55R15) tire, and shipped.

However, this was not a permanent modification, and was replaced during Winter 2005-2006 due to bearing design issues and increased lateral stresses working on the bearing seats and causing failure. I will go into this further, in the relevant 2005-2006 section.