2009 Ural T Motorcycle Sidecar Review

Ural’s New Recession-Friendly Offering Priced Under $10,000

Motorcycle sidecars are some of the most nostalgically evocative rides you’ll find on three wheels, and at first glance Ural's products appear unchanged despite decades of production.

But don’t let their old school exteriors fool you. Iffy reliability earned Ural a bad reputation in the '90s, so the Russian manufacturer worked hard to modernize their lineup and reclaim up their standing as a rugged, dependable brand.

I piloted Ural’s latest T model ($9,999) throughout Seattle to see how this retro ride stacks up against modern machines, and to find out if this affordable sidecar is really as fun as it looks.

Urals are still manufactured in Russia, and 99 percent of the bikes built at their factory in Irbit are destined for other parts of the world. Though every single part on their bikes was once built there—from nuts and bolts to major components—the Ural parts bin has since become a melting pot of global suppliers.

For instance, front and rear shocks are made in Italy by Sachs. The forks’ leading link design, though archaic, actually works better for sidecar handling than do conventional telescopic units. Also hailing from Italy are left and right controls by Domino, an ignition system by Ducati Energia, and full-floating, four-piston front brakes by Brembo. Stopping power is (mildly) augmented by Ural-made drum brakes on the rear and sidecar wheels.

The 4-speed transmission has German Herzog gears (who also supplies KTM), and the shifter features a heel lever for upshifts, while a small chrome lever above the brake pedal engages a reverse gear. The bike’s air-cooled, horizontally opposed 749 cc twin engine is essentially a BMW knockoff made in-house by Ural, but its twin Keihin carburetors originate from Japan, as does its Denso alternator. Twin stainless steel exhaust pipes flank the bike. The boxer engine’s stated output is 40 horsepower and 38 ft-lbs of torque, and given its relatively tame state of tune and 5.0 gallon fuel tank, the Ural T’s cruising range is appropriate for reasonable touring distances—though an optional jerrycan offers added peace of mind for serious interstate hoppers.

The hack’s passenger compartment is relatively sparse, but the padded perch is reasonably comfortable, and the nose offers plenty of legroom. The passenger compartment rests on rubber bushings for shock absorption, and an optional windscreen and skirt significantly enhance the passenger riding experience. Just aft is a storage compartment that’s roomy, but isn’t lockable.

The ‘T’ model only comes in a matte black finish with maroon pinstriping which looks great at a distance, but closer inspection unfortunately reveals that the striping is taped on.

Hopping aboard the Ural T is just like straddling a regular bike, except you have to maneuver your right leg just ahead of the metal bars that connect to the sidecar and just aft the air intake for the right cylinder. That setup is fine for shorter rides, but if you like to move your leg around might feel a little hemmed in by the hardware. The rider seat is a tractor-style saddle, and can be adjusted to slide forward or back.

The view over the handlebars reveals an elemental, back-to-basics layout with typical left and right hand controls (thanks to Domino) with a speedo front and center and a steering damper just behind it. Twist the knob and steering gets stiffer or looser, which helps fine-tune stability when road surfaces are uneven. Left and right foot pedals control shifting and braking, and while the hand lever operates the front Brembo brakes, the foot pedal works the drums on the rear and side wheels.

There are decent odds you’ll bear the brunt of two opposing forces when decide to ride a motorcycle sidecar: cautious two-wheelers will forewarn you of their demonically unpredictable handling characteristics, while complete strangers will cheerily announce, “That looks like fun!” The former might attempt to doom and gloom you out of exploring the sidecar lifestyle, while the latter are probably one breath away from actually climbing into the hack for a joyride. You’ll probably know if you’re Ural material after about ten feet of riding one of their unusual machines.

For starters, stability is more of an issue with sidecars than it is with modern three wheelers like the Can-Am Spyder or the Piaggio MP3. One-wheel drive sidecars (unlike offroad-ready two-wheel drive models) are relatively crude ways of propelling a wheeled structure alongside a vehicle originally intended to travel solo, and the first thing you’ll notice is its tendency to want to turn right when you accelerate. The uninitiated will soon develop the instinct of steering left in order to counteract the pull, but what takes more practice is shifting. Lifting off the throttle for a shift makes the bike yaw back to its original axis, which means that your pushing on the handlebar is now making the bike wiggle.

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