Part 2: SIDECAR story

bác vào sidecar phần 1 mà xem, bác imz650 đã đưa khá nhiều thông tin bổ ích ở ngay mấy trang đầu, vào những trang cuối thì có khá nhiều bản ve tư liệu do bác sidecar_travel đưa lên.

lai bon chen
Cái yên rời của nó thế mà bác lại mó máy vào, đúng là bon chen quá.

Tài liệu về Sidecar bằng tiếng mẹ đẻ VN thì tôi e là bác tìm không ra đâu. Bác chỉ có thể tìm các thông tin liên quan trên 4room này (cả part 1) và một số 4room khác nữa (như AP). Còn tài liệu Anh ngữ thì bác phải chịu khó google bác nhé. Không rõ bác muốn kiếm tài liệu gì, kỹ thuật sửa chữa hay lái xe? theo yêu cầu của bác tôi sẽ post sau đây một tài liệu tổng quan dành cho Ural sidecar riders.

HOW TO DRIVE URAL
Introduction
Motorcycle enthusiasts have been attaching sidecars to their machines since about 1895. Motorcycle/sidecar combinations are alternatively referred to as "rigs," "hacks," "chairs" or "outfits." While combinations continue to be only a small minority of motorcycles worldwide, sidecars are still being built and attached to today''s motorcycles. There are probably more outfits on the road than ever before. There are all sorts of sidecar rigs in operation, including some that lean into corners and some with steerable sidecar wheels. But the majority of sidecar rigs are straightforward three-wheelers built by attaching a sidecar rigidly to a motorcycle.
The URAL motorcycle/sidecar combinations have been built with the same basic frame arrangement for 55 years, although the operating systems have gradually been refined. There are two basic URAL sidecar combinations, one with a single driven rear wheel and a similar model with both the rear and sidecar wheels shaft-driven. Throughout this manual we will point out differences in handling and operating techniques for the different models.
The most important lesson about motorcycle/sidecar combinations is that the resulting three-wheeler is neither a motorcycle nor an automobile, but an entirely different vehicle with very different operating characteristics. Even the veteran motorcyclist with hundreds of thousands of miles of two-wheeled experience becomes a novice when learning to pilot a hack for the first time.
Scope
The purpose of this manual is to assist the novice sidecar operator to learn how to drive a combination on the street. The manual includes both explanations of basic sidecar riding techniques and driving exercises the novice can practice to gradually build skill.
For the benefit of those with no prior motorcycle experience, the first lesson starts with a description of motorcycle controls, followed by novice practice exercises on the machine. Subsequent lessons describe strategies for driving in traffic, followed by exercises to help build more advanced sidecar handling skills.
The focus of this manual is on operating skills. It does not cover topics such as how to attach a sidecar to a motorcycle or sidecar alignment specifications. For purposes of this manual, it is assumed that the novice has a sidecar combination available to use for practice.
This manual applies only to URAL motorcycle/sidecar combinations with the sidecar mounted on the right-hand side. The operation of both single-wheel-drive and dual-wheel-drive URAL sidecar combinations is explained.
Training Considerations
While lots of new owners have taught themselves to drive a sidecar outfit, the techniques for handling a rig are complex enough that you are encouraged to take a sidecar operator course if one is available. It is much better to learn under the guidance of an experienced instructor who can coach you through the exercises and help you learn good habits.
This manual may be used by sidecar instructors as a curriculum guide. The general layout of the manual is similar to other "learn-to-ride" training courses.
Teaching yourself
If you choose to teach yourself, using this manual as a "do-it-yourself" course of instruction, be aware that we cannot guarantee your safety. This information is presented as a public service to assist you in learning, based on the best information available. It''s up to you to put it into practice. Study the lessons carefully, paying special attention to notes, cautions and warnings.
Notes remind you of details of particular importance.
Cautions indicate a possibility of damage to the vehicle.
Warnings mean there is the possibility of personal injury to yourself or others.
If you have difficulty mastering the riding exercises, you are encouraged to take a formal sidecar operator course or seek the assistance of an experienced sidecar driver.

Chapter 1
INTRODUCTION TO DRIVING THE URAL
A motorcycle/sidecar combination is neither a motorcycle nor an automobile, but an entirely different vehicle with very different operating characteristics. Even if you are a veteran motorcyclist with many of miles of experience, you should consider yourself a novice sidecar driver when learning to operate a combination. Most importantly, three wheelers steer "backwards" from two-wheelers. And, since motorcycle/sidecar outfits are not symmetrical, they accelerate and brake differently in left turns than in right turns. Cornering tactics include learning to balance the outfit on both three wheels and two wheels.
We cannot stress too much the importance of gaining knowledge and basic operating skills off-street before taking a sidecar rig onto the public roads. Even experienced motorcyclists are wise to master the basic skills away from traffic, to ensure that surprises don''t turn into accidents.
HOW TO USE THIS MANUAL
This manual describes the physical dynamics of URAL sidecar outfits, the proper operating techniques, the mental skills needed to minimize the risks of operating motorcycle/sidecar combinations on the public roads and evasive maneuvers that may be needed to avoid collisions when riding in traffic.
If at all possible, you are encouraged to participate in a sidecar operator course, where a trained instructor can use this manual to coach you through the exercises. If you absolutely can''t locate a sidecar course, at least try to find an experienced sidecarist who is willing to help. Your URAL dealer should be able to help you through this training or refer you to a local training course or help find a veteran sidecarist willing to assist you.
This manual is divided into lessons and riding exercises. Each lesson explains specific dynamics and operating techniques, followed by a series of riding exercises to practice the skills. The exercises build skill in steps, so each exercise must be mastered before progressing to the next exercise. The entire course of study and riding practice takes approximately 20 hours. The experienced motorcyclist should be able to master the skills in somewhat less time.
The layouts of the riding exercises are diagrammed in the back of this manual. Layouts are intentionally kept simple. Most of the exercises in this manual can be accomplished on a large "figure-8" layout. The actual dimensions are not critical, but learning will be more progressive if the paths of travel are well marked by either painted lines or temporary markers.
Brightly-colored tennis balls cut in half make excellent exercise markers.

REASONS FOR SIDECARS
Motorcycle/sidecar combinations are historic vehicles that suggest a more romantic time. Sidecars have an inherent mystique that makes them interesting, even to people who might otherwise avoid motorcycles. And certainly owning a sidecar is a unique activity that not many people have experienced. But there are also some very practical reasons for driving a sidecar outfit.

ADVANTAGES OF SIDECARS
The unique advantage of a rigid three-wheeler over a two-wheeler is the inherent stability. A two-wheeler requires constant balance and the rider must support it when stopped. On treacherous surfaces such as oily pavement or gravel, a two-wheeled motorcycle can lose traction and fall down. In Russia, the URAL is a utilitarian commuting vehicle, even when roads are covered with snow and ice. The tricycle gear supports a sidecar outfit, so it doesn''t fall over when stopped. The rig can slide sideways without falling down on poor surfaces, similar to an automobile. Unpaved roads or off-road situations that would be difficult to ride on a two-wheeler are quite manageable on a sidecar outfit. Yet, unlike the enclosed automobile driver, the sidecar operator can enjoy being out in the fresh air, just like any other motorcycle enthusiast.
Since a sidecar outfit doesn''t need to be supported by the driver when it stops, people with physical limitations such as short legs don''t have to be concerned with dropping the motorcycle at a stop sign. Those with physical disabilities are often able to operate a sidecar outfit even when it would be impossible or painful to handle a two-wheeled motorcycle. Some URAL outfits have had the controls custom altered to meet the physical needs of the operator.
Rigid sidecar "rigs" have more carrying capacity than the typical two-wheeled motorcycle. Carrying children in a sidecar is much less risky than carrying them on the back of an open motorcycle. The big advantage of a sidecar is that the occupants can''t slip off should they momentarily forget to hang on, become fatigued or fall asleep while riding. Some family pets enjoy going for a ride in the hack.
Unlike most owner-assembled sidecar combinations, the URAL is engineered as a three-wheeled sidecar vehicle, with features such as a leading link front fork, a strong frame and permanently attached sidecar connections.

DISADVANTAGES OF SIDECARS
Of course, attaching a sidecar to a two-wheeled motorcycle has certain drawbacks. A sidecar rig is larger than a two-wheeled motorcycle, so it takes up more space when parked. The extra weight and wind resistance of the sidecar requires the engine to work harder than for a comparable "solo" motorcycle. Tire wear is greater. The steering geometry is different from a two-wheeled motorcycle, so it isn''t practical to disconnect the sidecar and ride the motorcycle "solo". Experienced motorcyclists may not enjoy a rigid sidecar combination that doesn''t lean into corners like a conventional motorcycle. And since sidecarists are such a minority of motorists, they must be rugged individualists capable of solving their own problems independently.

DIFFERENT TYPES OF SIDECARS
While the typical sidecar combination is simply a metal or fiberglass body supported on a frame attached to the side of the motorcycle, there are a surprising number of different types of sidecars. The sidecar can have a flat utility platform or package box instead of a passenger body. Others may have just a rail for transporting another motorcycle, a bicycle, a wheelchair or a canoe. The URAL Tourist and Sportsman models have a large passenger body suitable for carrying passengers or pets. The Utility model has a large metal box for carrying cargo.
A sidecar can be mounted on either side of a motorcycle. In countries such as the US, where traffic drives on the right side of the road, sidecars are mounted on the right side of the motorcycle. In countries such as England, Japan and South Africa, where traffic drives on the left, sidecars are mounted on the left side. All URAL combinations imported to North America have the sidecar mounted on the right-hand side. The instructions in this manual only apply to the operation of a URAL with a right-hand mounted sidecar.

RISK AWARENESS
While sidecar outfits are more stable than two-wheelers, all motorcycles require a higher degree of concentration and application of driving skill than a typical automobile. The rider is exposed to both the elements and to potential physical injury. Unlike contemporary automobiles which can provide crash restraints such as seat belts or air bags, motorcycles offer little protection to the rider in the event of an accident. More importantly, sidecar outfits are narrower and less stable than automobiles and therefore require more skill to control.

IMPORTANCE OF EDUCATION, TRAINING
The only reliable tactic for avoiding injury while motorcycling is to avoid accidents. It is possible to gradually learn accident avoidance techniques by spending many years in the saddle, but there are many operating skills and accident scenarios which are not self-obvious. The novice sidecarist may not understand what is happening during a maneuver or may not possess the necessary control skills needed to avoid an accident. The best technique for quickly learning the fundamentals of sidecar operation is to follow a course of study, preferably a rider training course taught by a certified instructor who can provide individual coaching through the exercises.

RISK ACCEPTANCE
The novice sidecarist should understand that it is impossible to make any form of transportation totally "safe". We cannot take all the risk out of motorcycling, even sidecar operation. Each of us must accept responsibility for our choice of transportation, learn what the risks are and then take steps to manage those risks. If you intend to teach yourself to ride a sidecar combination without benefit of a trained instructor, be aware that we cannot guarantee success. Each lesson in this manual contains the best available information, but it is always possible to misunderstand important details. Study each lesson carefully before you try the subsequent riding exercise on the motorcycle. Most importantly, practice the exercises in the exact order presented. Do not skip any intermediate exercise. Spend sufficient time on each exercise to become really familiar with it. Advance to the next exercise only when you have mastered the current one.

PROTECTIVE GEAR
We highly recommend that the operator of a sidecar outfit wear the same protective gear as if on a two-wheeler. A speeding outfit can overturn, slide off the road or collide with another vehicle. As with a "solo" motorcycle, the sidecar operator is likely to be thrown off in an accident. To help protect yourself against possible injury, we recommend an approved helmet, tall leather boots with stepped heels, leather gloves and abrasion resistant jacket and pants.
We''ll describe riding gear in more detail a little later on.

LEGAL RESTRICTIONS
State laws dictate licensing, mandatory riding gear and minimum motorcycle equipment for operation on the public roadways of that state. Each state has different laws. In general, all laws relating to two-wheeled motorcyclists apply to operators and passengers of motorcycle/sidecar combinations. Almost all states recognize a motorcycle/sidecar combination as a "motorcycle". The sidecar itself is not usually licensed or registered as a separate vehicle.
In most states, a motorcyclist is required to have a motorcycle license to operate any type of motorcycle on the public roads, whether a two-wheeler or a three-wheeler. The motorcycle license is usually an endorsement to the person''s automobile driver''s license. Some states require motorcyclists to take the riding test on a two-wheeled motorcycle, even if the license is for a sidecarist. Other states allow a driving exam on the sidecar, similar to an automobile test. A sidecarist intending to take the riding test on their sidecar outfit should make a specific request of the license examining office to determine local regulations.
Some states have mandatory helmet, eye protection and footwear laws which apply to both driver and the passenger in the sidecar. Even where helmets or eye protection are not required by law, we recommend wearing an approved helmet and shatterproof eye protection such as a plastic faceshield or riding goggles. Many states require both the headlight and taillight of the motorcycle to be turned on whenever the outfit is in operation, day or night.
You are advised to contact your state driver licensing office or motor vehicle department to obtain information about current motorcycle laws.

Chapter 2 (Part 1)
THE URAL
The operating controls for the URAL are described in detail in the Ownerâ?Ts Manual. If you are not an experienced motorcyclist, it is important for you to understand the functions of each control and its location on the motorcycle.
If you are an experienced motorcyclist, but not familiar with the URAL, take the time to review the URAL controls and familiarize yourself with any that are different from your current machine.

THROTTLE
The engine throttle control is the right twist grip on the handlebar. To increase engine power, roll the top of the twistgrip towards you. To reduce power, roll the top of the twistgrip away from you.
CLUTCH LEVER
The clutch lever is on the left side of the handlebar. Squeezing the clutch lever disengages the engine from the drive train, as when stopping the motorcycle. Easing out the clutch lever connects the engine gradually to the drive train, as when moving away from a stop.

GEAR SHIFT LEVER
The gear shift lever is on the left side of the engine, next to the left footpeg. It has a toe pad at the front and a heel pad at the rear.
Gears are shifted with the left foot.
To shift, press and release the shift lever, which then springs back to a center position. You will have to rotate your heel in towards the motorcycle to do this. An alternative method which you may prefer is to move your foot back and use our toe to step on the rear pedal to shift to higher gears. Try both ways and use the one that with which youâ?Tre the most comfortable.
To shift to a higher gear, step on the heel pad of the shift lever and then release it.
To shift into lower gears, step on the toe lever and release it.
Each time you press the lever down, the transmission is shifted to the next lower gear.
URAL transmissions have a reverse gear. The reverse lever is behind the right footpeg. The transmission must be in neutral before reverse can be engaged.
A green neutral light on the instrument cluster shows when the transmission is in neutral or reverse. Neutral is halfway between first and second gears. To help find neutral, watch the neutral light as you shift.

BRAKES
The URAL has separate front and rear brakes. The sidecar wheel brake is linked to the rear motorcycle brake. The front brake lever is on the right handlebar grip, just in front of the throttle. Squeezing the lever applies the front brake, as when bringing the motorcycle to a stop. The rear brake pedal extends forward of the right footpeg. You apply the rear brake with your right foot. Normally, both front and rear brakes are applied together.

CHAPTER TWO (Part 2)
ENGINE STARTING



Fuel valve, ignition switch, air shutter, choke, cutoff switch, starter

The >URAL has a starter pedal that is kicked with your foot to turn the engine over. To prepare for starting the engine, first turn on the fuel valve under the tank, then turn on the main ignition switch which is at the left of the headlight. The switch is on in the first position. Shift the transmission into neutral, check the reverse lever for (forward) position, then release the clutch lever. If the engine has not been run within the last hour or the temperature is cold, the mixture must be enrichened for starting. An air shutter on the carburetor inlets adjusts air flow. The Mikuni carburetors also have choke levers to aid starting in cold weather. See
the Ownerâ?Ts Manual for the detailed starting procedure.
The engine cutoff switch is on the right handlebar grip housing. To start the engine, turn the cutoff switch to the run position and crank the engine by kicking downward on the starter pedal.


To stop the engine, turn the cutoff switch to the stop position. It isn''t necessary to shift to neutral when stopping the engine. Just squeeze the clutch lever, turn off the cutoff switch and after the engine stops, release the clutch lever. Sidecar outfits are normally parked in first gear to prevent rolling away. Unless lights or horn are needed, turn off the main ignition switch. If the motorcycle will not be run immediately, turn off the fuel valve.
LIGHTING & SIGNALS, HEADLIGHT, STOPLIGHT, TURN INDICATORS, HORN
The >URAL headlight and taillight are connected to the main ignition switch so that the lights are on whenever the switch is turned on. The headlight has two beams; a low beam for normal riding and a high beam for night-time riding when there is no traffic approaching. The high/low switch is on the left handlebar grip. A blue high beam indicator light in the instrument cluster shows when the headlight is on high beam.
The tail-light also contains a stoplight which comes on when the brakes are applied, to warn following traffic. The stoplight is activated automatically when either brake is applied.
Turn signals are activated by a switch on the left handlebar grip.
The horn is honked by pressing a button on the left handlebar grip.

PRE-RIDE CHECKS, TIRES, OIL, FUEL
The motorcycle and sidecar should be checked for operable con***ion before riding it, especially if it has not been ridden for several days. Tires should be checked for proper inflation before the motorcycle is driven, while the tires are at ambient temperature. Both motorcycle tires should have minimum tread depth and no obvious damage.

Engine lubricating oil should be checked with the dipstick for correct level to ensure there is sufficient oil to maintain lubrication. Engine oil should also be observed for contamination. A very dark color usually indicates the oil is dirty and should be changed. Oils come in different viscosities and service grades for different uses. Refer to your Owner''s Manual for the correct oil.
The >URAL has gravity fuel feed from the tank down to the engine fuel system. There is no fuel gauge, so fuel must either be checked by opening the tank cap and observing the level or by monitoring mileage. With the fuel valve lever in either horizontal position, fuel is shut off. For riding, fuel is on when the valve handle is straight down. As fuel is used, flow will eventually stop with some "reserve" fuel remaining in the bottom of the tank. The reserve fuel is only an emergency supply to get you to a nearby fuel station. Turning the fuel valves to the reserve (straight up) position allows the remainder of the fuel to be used. After refueling, most motorcyclists reset the trip meter on the odometer. Before the trip meter reaches a mileage at which the tank would reach the reserve level based on previous fuel consumption, the tank is refilled. This technique avoids the need to open the tank to visually determine fuel level.

There is a steering damper to control unwanted oscillations of the front end. If steering feels too loose, screw down the large knurled knob just behind the center of the handlebars. If steering is too sluggish, unscrew the knob slightly.

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Thôi vậy... bác post ảnh Niva Graphity cho anh em xem đi
Sài gòn mưa nhiều quá... tình hình chuẩn bị cho đại hội ngoài đó đến đâu rùi các bác???
Được sidecar2006 sửa chữa / chuyển vào 15:04 ngày 06/07/2007

Sài gòn mưa nhiều quá... tình hình chuẩn bị cho đại hội ngoài đó đến đâu rùi các bác???
Ông tập trung bế em bé đi, vào đây hóng hớt làm gì.

Hic... chào bác! nhớ CLB M69 quá bác ợ... chiều thứ 2 nhá!!!