The front suspension of the Quasar consists of a steel Earles fork (the part of the swing arm passing around the rear of the wheel is not visible in the drawing) fabricated in rectangular hollow section steel. This is the same type of fork as fitted to BMWs up to the 60s, though the Quasar's is much stronger, as befits its weight.

The front fork is mounted in a conventional main steering head that is built into the front bulkhead. A rose-jointed drag link passes from the right side of the fork over the engine to an arm under the secondary steering head, on top of which is mounted the handlebar fabrication.

The rear suspension is a conventional, though very short, swinging arm. At the end of the shorter left arm is bolted the custom casting containing parts from a Reliant differential that provide the final drive. The prop shaft runs completely outside the swinging arm, under its pivot, to a universal joint on the front of the final drive.

Suspension at both ends is by air spring/damper units (American S&Ws on my Quasar). Small bore piping interconnects the left and right units at each end .

The frame of the Quasar is a curious combination of apparent strength and weakness (or, more correctly, flexibility). A massive front bulkhead runs across the whole front of the bike and is ringed around its edges by frame tubes.

The safety of the Quasar derives largely from this structure. In the event of a head-on impact, the very substantial weight of the bike pushes this strong structure into whatever is being hit - in the case of a car, the car itself is used as a 'crumple zone', as the Quasar will slice into it a long way.

The Reliant engine is rigidly bolted into the frame and probably contributes a large part of the frame stiffness. At the front, a bracket bolted to the cylinder head ties in to the primary steering head, while lower down the frame bolts each side to the engine front plate. The vertical pillar behind the engine bolts to the top of the bellhousing and gearbox bolts to a transverse frame member under it.

From the engine backwards, the frame appears to be very flexible - it's rather like the four-rail chassis found on some sports cars, with no diagonals or cross braces until the rear swing arm pivot.

As can be seen from the drawing, a pair of tubes form a roll cage around the rider. Cross tubes exist behind the seat back and at the top of the rear verticals: this tube is also the upper support for the 'hammock' seat. There are also two plates connecting these tubes: one in front of the rider's head and one behind the seat, which serves to bolt on the rear of the bodywork and as the anchorage for the free end of the seat sling. In the drawing you can see the pairs of eyelets in the free end of the seat sling which engage in hooks welded to this plate - hooking it on at different eyelets alters the seat position.