Issue 23 - Velo Vision

Velo Vision PDF edition
Technical notes
This PDF is a digital version of Velo Vision Issue
23, Sept 2006, which is now sold out on paper.
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about the magazine in general, or this PDF in
particular, please e-mail me at
[email protected]
I hope you enjoy the read.
Peter Eland
Editor and Publisher,
Velo Vision
www.velovision.co.uk
ISSUE 23 SEPTEMBER 2006 £6
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REVIEWS:
LANDESCAPE TANDEM
SINCLAIR A-BIKE
DRAFT HANDCYCLE
KRONAN TOWN BIKE
BUYER’S GUIDE:
GEARING BASICS
FULL REPORT:
EUROBIKE 2006
CON T E N T S
SEPTEMBER 2006
News
33
A bike with bounce
More HPV records broken, shed security, Sunrider launch, Hase’s night race and more…
The Like-a-bike Jumper reviewed: a learn to ride scooter with added suspension
Velo Vision Magazine
The Environmental Centre, St Nicholas
Fields, York, YO10 3EN, UK
Tel/Fax +44 1904 438 224
(from UK, 01904 438 224)
Email [email protected]
Website www.velovision.com
8
Eurobike 2006
34
Short Reviews
All the latest news from the world’s largest trade show: a new trike from Challenge, riding the Fallbrook CVT and much more in our eight-page report.
A touring book, a unicycle mag and two Dutch-style panniers
EDITOR AND PUBLISHER: Peter Eland
ART DIRECTOR: Brian Holt
WEB PROGRAMMER: Simon Ward
PRINTER: Stephens & George
Magazines Ltd, Merthyr Tidfil, Wales,
UK. Tel 01685 388 888
16
Tandems a la Carte
Testing the Landescape tandem, which aims to fill the gap between affordable
off-the-peg and expensive custom
two-seaters.
20
Bicycles built backwards
Is reverse front wheel drive the future for recumbents? We examine two pioneering machines to find out.
24
Really a bike?
Velo Vision is published quarterly
by Velo Vision Ltd.
Daily news and updates can be found
on www.velovision.com
ISSN 1475-4312
PUBLISHING SCHEDULE:
Issue 24: early December 2006
Issue 25: early March 2007
Issue 26: early June 2007
Issue 27: early September 2007
Velo Vision is a member
of INK, trade association
of the alternative press in
the UK. www.ink.uk.com
Velo Vision and Velo-Vision
We weren’t first with the name.
Velo-Vision (note the hyphen) is a
progressive HPV-friendly bike shop
in Körten, near Bergisch-Gladbach,
Germany, who also make their own
recumbents. Velo Vision magazine is
working in friendly harmony with
Velo-Vision in Germany.
Velo Vision is printed on paper
produced from sustainable forests
to Nordic Swan standards.
4
36 Readers’ Bikes
The Cargobike revisisted, Zero shaft drive
after a winter’s riding, trying the Aerorider, tandemising a Brompton and a Bacchetta Aero birthday present in this collection of real-world reviews from readers.
The Sinclair A-Bike has a tiny fold, is super-light and affordable – but is it any good on the road?
44
Letters
Comments, questions and answers
26
Crown your commute
50
Buyer’s Guide: Gearing Basics
A regal ride is promised by the heavyweight Kronan town bike – but did it deliver?
Our review reveals all.
Taking a look at the basic concepts
behind bicycle gearing: what range you need and why. Plus plenty of interesting alternative transmissions!
29
The price buster bike
56
Subscribe to Velo Vision
A first look at the sub-£600 recumbent bike from TW-Bents, now being imported into the UK
And order back issues, recommend a friend and more
30
Drafting in the Lakes
57
Advertisements
Putting a performance handcycle to the test in hilly terrain
The best specialised advertising around! Please support the companies who support this magazine
EVENTFUL TIMES
COVER PHOTOGRAPH:
Testing the Landescape tandem in
the evening light.
OPPOSITE: Rocky Mountain Cycles
had this splendid creation to catch the
eye of visitors to their stand at Eurobike.
Both photos by Peter Eland.
First, apologies for the somewhat late appearance of
this issue. We delayed sending it to print until after
my return from Eurobike in early September so as
to include the latest news from the show. I hope you
enjoy it. I certainly always find it a pleasure to meet so
many inventive people with new products, and to see
how the more established manufacturers continue to
push human-powered technology forwards.
It was also great to see so many readers at the York
Cycle Show towards the end of June. Around 70 joined
us for the pub ride on Saturday evening. Pictures of
the York show were rather squeezed out of this issue by
all of the other content, but there’s a full report on the
Velo Vision website.
Talking of events, what better way could there be
to plan next year’s cycling than with a 2007 Cycle &
Recycle calendar? You can order yours now – see page
56 for details – and the new edition is expected to
arrive shortly after this issue appears. And next issue
we’ll have a comprehensive list of 2007 cycling events
for you to pencil in!
Peter Eland
3
NEWS
NEWS
HPV records tumble
SRAM 9-speed update
New HPV hour record takes the prize
Chet Kyle, co-founder of
the International Human
Powered Vehicle Association
who administered the prize,
said “The original goal was to
spark innovation and prove that
human powered vehicles could
maintain high speeds for long time
periods. This goal has certainly
been accomplished in dramatic
fashion. There have been dozens
of attempts at the prize since 1999.
During the seven years of the
prize, the World HPV hour record
has been broken five times and
the distance raised from 79.136 km
to 85.990 km.”
Our congratulations to all
concerned. Full details of the prize
and closing event can be found
online at www.hpva.us/dmprize.html
PHOTO: EASYRACERS.COM
prize was then extended
for another two. At the end
of this period – marked
by the final Hour Prize
Competition – the prize
would be split between the
fastest performers to date.
Fast Freddy’s recordbreaking run won him
$18,000, followed by $10,000
for Sam Whittingham for
his 84.215 km set in 2004
in Dudenhofen, Germany. Matt
Weaver’s 82.755 km, also set in 2004
but in California, was rewarded with
$6000. Two special prizes were also
awarded to foreign competitors,
$4000 to Damjan Zabovnik of
Slovenia and $2000 to Rob English
of the UK, who set a British record
of 49.836 miles or 80.203 km.
4
New 24 hour HPV record set
BO TH PH O TO S : G REG KO LO DZ IEJZ YK & B EN EAD IE
One of the richest prize funds
for human-powered vehicle
performance has finally been
awarded after seven years, following
the ‘HPV Hour Prize Competition’
held recently at the Nissan test track
in Arizona,USA. The event also saw a
new HPV hour record set.
The hour speed record was,
remarkably, achieved by 49-year
old Fast Freddy Markham riding
the Varna Mephisto. He covered
85.991 km (53.432 miles) in the hour.
The UCI-sanctioned hour record
for ‘standard’ bikes (and top-class
riders) is just over 49 km, less than
60% of the HPV figure.
The event also marked the finish
for the Dempsey/MacCready
Prize, set up in 1999 to foster the
development of human-powered
vehicles. The price was funded by
Ed Dempsey, a businessman and
racing driver fascinated by speed,
who became friends with Dr. Paul
MacCready, a pioneering figure in
human powered flight. The original
announcement stated:
“A new $25,000 cash prize will
be awarded to the first single rider
human powered land vehicle to
equal or surpass 90 kilometers in
one hour (55.924 mph).”
Originally due to run for five years
but unclaimed at that point, the
Greg Kolodziejzyk in Critical
Power (ABOVE and ABOVE
RIGHT) beat the 24 hour record
while Fast Freddy Markham
(TOP) set a new hour benchmark
A new 24 hour record for fullyfaired HPVs has been set by Greg
Kolodziejzyk in the USA. He rode an
impressive 1046.94 km in the time,
decisively breaking Axel Fehlau’s old
record of 1021.36 km set in 1995.
He also set a new 1000km record.
Greg built his own vehicle, Critical
Power, and the process is extensively
documented on his website:
www.adventuresofgreg.com
Congratulations to Greg for a superb
achievement.
France HPV champs
Congratulations to Barbara
Buatois and Hans Wessels, the
new HPV World Champions
after the Championships
in Allegre, France in late
August. Velo Vision provided
sets of back issues for first
to third prize winners in six
categories. The event was
followed by a week of social
touring in the surrounding
countryside.
Event website:
www.allegre2006.ihpva.org
A cycling technical
journal – in German
Fahrrad Zukunft (‘Bicycle
Future’) is an new online
technical journal about cycling
in the German language.
The first two editions are
already available for free
download. The first edition
included articles mainly on the
subject of lighting, including
bench tests of a variety of hub
dynamos, while the second
tackles gearing systems with
a discussion of ‘half-step plus
granny’ systems revisited with
modern components, plus a
look at tyre-rim compatibility.
It’s something of a successor
to the ‘ProVelo’ magazine
some may remember from a
few years ago. Contributions
are very welcome, and could
be translated from English to
German if necessary.
Fahrrad Zukunft:
www.fahrradzukunft.de
Trike makers team up
Trike makers Greenspeed have
recently added to their team by
acquiring the talents of Michael
Rogan, who in his own right as ‘MR
Components’ is the maker of various
recumbent trikes, including the very
interesting full suspension Adventure
model pictured in Issue 12 page 47.
Mick Sims of Greenspeed said:
“Michael started part time at the
beginning of the year and is now
working full time at Greenspeed. He
has been helping us with projects
like the Quad, developing and testing
fairing designs, frame geometry and
suspension. A lot of development
work has been churned through at
this year that would have normally
taken us much longer. As well as the
A to B move
Our colleagues at A to B
Magazine, which specialises
in folding and electric bikes
and UK transport issues, have
moved from Castle Cary to
Dorchester. Their new address
is 40 Manor Road, Dorchester
DT1 2AX. Tel 01305 259998.
Email and website are
unaltered: [email protected]
and www.atob.org.uk. We
also wish them luck with
their new venture, Miniature
Railway Magazine.
research and development, it has also
been great to gain another welder,
so we will be able to keep up with
demand during the busy season. I
can’t help but think that Greenspeed
has just got a whole lot stronger.”
In response to continued demand
from people building their own
recumbent bikes and trikes,
Greenspeed have also added a page
to their website detailing the most
commonly requested parts for
homebuilders. These are available
worldwide direct from Greenspeed or
via their distributors.
Greenspeed: Tel +61 3 9753 3644 or
see www.greenspeed.com.au
MR Recumbent Trikes: see
www.mrrecumbenttrikes.com
The new hub gear from SRAM
which was announced in Issue
20 is now in production, and has
been since mid-May. It’s being
delivered to manufacturers now,
and it’s expected that many will
be on show in bikes on display
at Eurobike (see the report
later in this issue for some first
impressions of riding it).
SRAM say that the new hub
contains around 150 separate
parts, of which around 75% are
sourced in Europe. The first
version to be produced has a
back pedal brake, and other
variants (no brake, i-brake, disk brake) will be available for the 2008
season. Weight is 2400g, but without the coaster brake it is expected
to be under 2 kg. It’s expected to sell
at a price roughly in line with
Shimano’s 8-speed.
SRAM have also introduced
a new version of their coaster
brake 3-speed hub (pictured
left) with an ‘Easy Click’ cable
connection, doing away with
the old Clickbox design.
The internals have also been
updated to make shifting even
easier-action, too.
We’re hoping to test both hubs in the near future.
SRAM: see www.sram-imotion.com
Dawn of the Sunrider
Aerorider, the makers of a lovely, electric-assist and rather heavy
velomobile reviewed elsewhere in this issue, are now
working on a new, human-only powered
head-out version, the Sunrider. They
say that the new model will be
“considerably lighter” and the
price will also be “considerably
lower” than that of the €7000
Aerorider. With long waiting
lists for established velomobiles
such as the Mango, Quest and
Versatile, it’s likely to attract strong interest. It’s still under
development, though, and a release date is yet to be finalised.
Aerorider: Tel +31 255 524636 or see www.aerorider.com
5
NEWS
Shed Shackle should
stop stealing
The Shed Shackle is a clever new
device just launched by UK company
Pragmasis: it provides a secure locking
point for bikes and other items, even in
a relatively flimsy wooden shed. Often
such sheds have no concrete floor to
which could be bolted a strong ground
anchor, and doors and windows are
also often vulnerable.
The Shed Shackle instead works
by bolting through the shed’s wall
structure – which may not be
particularly strong either, but can’t be
demolished quietly or inconspicuously.
There are a series of ‘links’ of hardened
steel plate to offer flexibility in
Zeppy update
Following a break-in at their airport
lock-up, the Zeppy human-powered
airship team (as described in
the article in Issue 19) have been
regrouping before an attempt at the
Channel crossing. Technically, things
are looking good. A new higherperformance canopy has proved very
promising in initial tests.
Stephane Rousson, the project leader
and pilot, was also devoting much
effort to attracting sponsorship. That
seems to have paid off: just as we go
to print he announced that the Zeppy
project has been selected by fast food
company MacDonalds to feature in
their worldwide ‘Stars’ campaign.
6
positioning – for maximum strength
both horiontal and upright beams
should be used: A large steel hoop
allows D-locks or heavy chains to
secure the bike. The device is secured
to the shed structure with coachbolts
inserted from the outside: inside there
are security nuts (they break off when
tightened to leave a smooth cone)
further secured with thread lock. From
the outside you can see is the smooth
heads of the coach bolts, while inside,
the Shackle is a clear visual deterrent.
It’s available direct from Pragmasis
for £37.95. Tel 01827 286267 or see
www.pragmasis.com
He’s pictured here during studio
photography. Stephane says further
sponsors are still very welcome, and
they’d benefit from the MacDonalds
publicity, which, it is estimated, will
reach 50 million consumers worldwide.
Zeppy project: see www.zeppy.org
NEWS
Steintrikes launch a
recumbent trike-bike
conversion kit
Steintrikes, the recumbent trike makers from Serbia &
Montenegro, together with their Austrian partners/distributors
Bike Revolution, have launched a conversion kit which
allows owners of their Nomad Sport recumbent trike to – very
affordably – turn the machine into a two-wheeled recumbent.
The ‘Speedy’ kit employs the entire trike rear end, the seat, and
the right-hand front wheel which is
fitted to a one-sided front fork. Note
that on the prototype picture here the
rear brake isn’t fitted.
The price for the complete bike
is €1490, or if you buy a complete
package of Nomad Sport trike with the
conversion kit, it’s a still very reasonable
€2590. Some members on the Germanlanguage Liegerad Forum website,
where the kit was announced, said they
might be tempted to ride it as a bike in
summer, and change to tricycle mode for winter.
The kit should fit riders from 1.5 to 2.1 m tall, with inside leg
measurements from around 71 to 96 cm. It can also be used
with the Steintrikes mesh seat option. Converting between
modes is fairly simple apparently, mostly just quick-releases.
Steintrikes: Tel +381 63 8863132 or see www.steintrikes.com
Bike Revolution: Tel +43 2282 70444 or see
www.bike-revolution.at
New C&RC calendar
Once again Velo Vision
has joined a string
of cycle-friendly
organisations worldwide
to co-produce the
Cycle and Recycle
Calendar 2007. As in
previous years, it’s full
of inspiring cycling
images from around
the world, with the additional
bonus that it’s re-useable in 2018
and 2029. Supplies are expected
towards the end of September, but
you can order now (see page 56)
and we’ll send them out as soon as
they arrive.
Pedersen’s tenth
The Dutch Pedersen Association
celebrated ten years of meetings at the
2006 Pedersens Vught Rond event in
mid-June. Organiser Ray Graapendaal
reports: “It was a great success in fine
Hase race trikes into the night
German trike, tandem and special
needs manufacturer Hase Bikes
recently played an enthusiastic part
in the local ‘Fez am Flöz’ festival,
an event celebrating the region’s
industrial heritage, at their factory in
Waltrop, Germany. The Hase factory
is itself housed in a historic building,
formerly part of a coal mine.
Hase brought the Trike Race to
the show – a joint initiative with HP
Velotechnik and a regular at the SPEZI
show and elsewhere. It’s fast and
furious racing, with knockout format
races over just a few laps. A start/
finish ramp is formed from the large
trailer which transports the Trike Race
track and vehicles, and spectacular
aluminium corner ramps added to
the spectacle.
But the event really took on a special
atmosphere as darkness fell. Hase
had put on a fantastic light show
with neon reds, blues and greens
and warm weather. Many participants
came to Vught from the Netherlands as
well as from Germany and Belgium. In
total 32 participants came to the start
this year. As a Pedersen organisation
we can look back on a successful event,
and look forward to the 11th edition
next year in Wapse.”
Dutch Pedersen Association: see
www.pedersen-genootschap.nl
TW in NL
We forgot to mention last issue that
TW Bents one-wheel trailer (below),
as reviewed in Issue 22, is available in
the Netherlands from Bike4travel, who
illuminating the track. Were they
Down Low Glows perhaps? The finish
was illuminated with trails of light,
with the old mine buildings looming
behind. Apparently over 2000 visitors
came along to enjoy the show, which
also featured two bands, a DJ and a
professional unicyclist.
The Trike Race is a
touring attraction
offering fast-paced
action for spectators.
A neon lighting
display illuminates
the racing once
darkness falls.
are also a Velo Vision dealer. Tel +31 10
462 6909 or see www.bike4travel.nl.
It’s also available via a number of
other resellers worldwide under
various names.
7
E U R O B I K E 2006
EUROBIKE 2006
TOUT TERRAIN TRAILER
Introduction
With over 800 exhibitors and around 32000 trade
visitors from 76 countries, Eurobike is a monster of a
show. So I joined the 1000-odd journalists covering
the event, and it took a good three days to walk
the halls at the venue in Friedrichshafen in southern
Germany. As the first show of the September show
season (it’s followed by IFMA in Cologne then
Interbike in Las Vegas), Eurobike is the place to
go for the latest news in cycling. We delayed the
publication of this issue slightly to allow us to include
this report, compiled immediately after returning
from the show in early September.
So without further ado, here are some of the
items which caught my eye at Eurobike 2006.
Peter Eland
Family cycling and workbikes
SMIKE
There have been cycle sidecars before,
but most modern ones have been for
children. The ingenious Smike from
Switzerland is aimed at adults too:
perhaps as transport for a non-cycling
or elderly family member, for special
needs applications, or even as a small
business vehicle for taxi services.
Constructed in reassuringly chunky
aluminium, the Smike consists of a
bike (available and usable separately)
and optional Heinzmann electric-assist. The sidecar fits onto pivot
points at front and rear, with its lean regulated by a spring/damper.
I took a ride with a full-size male passenger, Roman Zellweger
of Smike, on board in the passenger seat. Handling was
remarkably safe and easy – you just need to stay aware of the
extra width. The electric assist will certainly be welcome for
all but the strongest riders, especially on anything other than
level terrain. The bike alone weighs 18.4 kg, the electric-assist
adds another 10.6 kg, and the sidecar an additional 16.4 kg.
Prices are from just over €2000 for bike and sidecar, or
around €3200 including the electric assist system.
SMIKE: Tel +41 44 768 32 22 or see www.smike.ch
8
TRIOBIKE
The Danish Triobike adds
a new twist to the ‘tadpole’
(two wheels in front) family/
load trike concept. With a
spare bicycle front wheel
tucked under the load bed at
the front and a clever quickrelease hitch system, it splits
in two. The rear end converts
back to a normal bicycle,
while the front is then a push-along child carrier or
load trolley, with a neat fold-down front wheel.
I must admit I’m not quite sure why you’d want
to do this, although such versatility can’t be a bad
thing. The makers suggest that one parent could
leave the child-carrying
front end at school after
dropping off the kids,
and use the bicycle to get
off to work or whatever.
The other parent, with
a second bicycle, could
then arrive to pick up the
kids up later. Prices are
from around €2400.
Triobike: Tel +45 3670 0070
or see www.triobike.dk
AMAZING WHEELS
NIHOLA MODEL
Amazing Wheels from the Netherlands
(they also import the Triobike and
many other interesting machines)
were displaying two of their own
developments, the Smarttrike and the
Dutch ID two-wheeler.
The Smarttrike (pictured above) is a
nicely styled modern transport trike
for kids or loads, with ‘proper’ steering
rather than a pivoting
front end. Load capacity is
150 kg plus the rider, and it
weighs around 40 kg. Prices
are from around €2000.
Like the Triobike, the
Dutch ID majors on
versatility. The Burley child
trailer body can be removed
from the chassis (and used
as a buggy), or it can be replaced
by a wooden box load platform.
Amazing Wheels: Tel +31 255 547 135
or see www.amazingwheels.nl
The German importers
of the Nihola trike have
apparently procured
plentiful supplies of these
specially commissioned
wire models (left), made
no doubt by artists very
like those featured in Velo
Vision Issue 1. They’d be
delighted to supply them
to Nihola customers and
others for a nominal fee.
Nihola Germany:
Tel +49 30 4473 7462 or
see www.nihola.de
Folding bikes
DAHON
The Dutch ID employs
a removable Burley
trailer as a child-carrying
The ‘Singletrailer’ from German
company Tout Terrain (left) looks
ideal for taking a child along when
touring on poorly surfaced roads, or
off-road. The triangulated structure
should provide a strong protective
cage, and up to 200 mm of suspension
travel is available. The tubes bracing
the seatpost hitch to the trailer body
lift up for easier access to the child
compartment, and children up to
25 kg are accommodated with a fivepoint harness. A nice wide stand
supports the trailer when off the bike.
Weight is just 9.5 kg. It all looks very
well made and engineered, with a
solid chunky hitch. Unfortunately, it’s
not cheap at around €1600.
Tout Terrain: Tel +49 761 589 9744 or
see www.tout-terrain.de
A very solid hitch
(right) for the Tout
Terrain Singletrailer
compartment
Contortionist Nicola Elze emerged from
a Dahon bike bag, and then impressed
the crowd with her flexibility as she
unfolded and repacked a Dahon Curve.
The Dahon stand was the focus for
as close as Eurobike ever gets to a
journalistic scrum as they presented
an ingenious attraction entitled ‘The
folding bike and the folding woman’.
The Curve has been billed as (yet
another) ‘Brompton Killer’, with
16" wheels, sub 10 kg weight and
attractive appearance. It folds to a tidy
package measuring 32 x 60 x 63 cm.
With a five-speed Sturmey hub gear
and Big Apple tyres it should be well
equipped for urban commuting, and
the seatpost even incorporates Dahon’s
new ‘Postpump’. This can be used as
a track pump, with a fold-out
foot brace and the saddle
making a comfortable handle.
Also new at Dahon was the
Glide, a 24" bike which aims,
they say, to combine the
benefits of a folder with bigbike looks. Many customers
are apparently still put off by
the idea of riding on little wheels. The
Glide’s 24"-ers are a nice compromise,
resulting in a folded package
little larger than with 20" wheels.
This bike would also be perfectly
proportioned for shorter riders.
Dahon: see www.dahon.com or their
distributors worldwide.
The Dahon Glide,
with 24" wheels for a
full-sized look but still
a compact fold.
9
E U R O B I K E 2006
E U R O B I K E 2006
AIRNIMAL SINGLE SPEED
ORI FD-1
The Airnimal Rhino is usually seen in
full-suspension, off-road form, but the
Cambridge-based company had a new
version for Eurobike, the Rhino Street
(pictured left). Weighing just 21 lb
(9.4 kg) it’s a single-speed model with
rigid carbon front forks. It certainly
seemed very responsive and nippy
when I took it for a short ride.
Airnimal: Tel 01223 523 973 or see
www.airnimal.com
Is this what the Mezzo folding bike
will look like next year? Although UKdesigned, the Mezzo is actually made
by Oribikes in Taiwan, and they were
displaying the ‘FD-1' in their own
right. It’s a Mezzo in all but name, but
with a rather prettier curvy frame.
There’s an interesting parallel to the
development of the Birdy folding bike,
which also started out with straight
tubes and recently went to a more
flowing, organic shape.
PACIFIC REACH
The compact and neatly styled
‘Reach’ bike from Pacific Cycles (who
also make many of the ‘big name’
aluminium-framed folders and
recumbents) features an interesting
parallelogram front suspension
KOGA CONCEPT
Netherlands manufacturers
Koga-Miyata were displaying
their usual wide range of
quality bikes – we hope to
review one of their tourers in a
future issue. They also had this
‘concept’ folding bike, nicely
made in carbon. It looked
pretty enough unfolded, and
the folded package aligns
the wheels neatly, but I’d be
The 20"-wheeled Utopia
Gecko is finally in
production. With Utopia’s
fully-enclosed chaincase,
hub dynamo, Magura
brakes and Big Apple
tyres it looked very well
appointed – if not perhaps
the lightest folder around.
Utopia: Tel +49 681 970
360 or see www.utopiafahrrad.de
10
CHALLENGE
Challenge Bikes, one of the largest
and most successful recumbent bike
manufacturers around, unveiled their
first three-wheeler at Eurobike. At
this stage the bike is a ‘concept’ from
which will be developed different
versions with the emphasis on either
light weight or ‘endurance’ – with and
without suspension. They plan to
make the first deliveries to customers
in early 2007.
The trike on show has a 26" rear
wheel, 20" fronts, disk brakes on the
front, and direct-type steering, with
handles attached to each front kingpin.
This contrasts with its main European
It’ll be interesting to see if and when
the UK operation take the new frame
design on board: perhaps they’ll
want to shift existing stock first.
We tested the Mezzo in Issue 20.
Oribikes: see www.oribikes.com
worried about the
bold decision to put a
hinge at the fork crown,
possibly the most
highly stressed point
on a cycle frame… and
I doubt this’ll ever see
production.
Koga-Miyata: see
www.koga.com
UTOPIA GECKO
Recumbents
competitors, ICE and HP Velotechnik,
who both employ ‘indirect’ steering,
with a separate handlebar pivoting on
the frame. Challenge do say, though,
that they are quite likely to offer
indirect steering as a future option,
and the steering linkage already
includes a pivot point in about the
right place. Other developments
still to come include luggage racks,
mudguards and other accessories.
I took the trike for a brief ride,
and it handled well enough, with a
slight heaviness to the steering at full
lock which the designers say will be
eliminated on production machines.
The frame is extremely rigid torsionally
– push the top of the back wheel
sideways and flex is barely perceptible.
Challenge are also rather proud of
the trike’s ‘progressive’ stance. They
point out that the cross-beams on
most trikes curve down towards the
centreline of the vehicle, giving them
a ‘squashed’ appearance. Their own
aero-section cross-beams slope gently
upwards, giving the frame, they say,
a more dynamic look and feel.
When we broke the news of this
trike on the Velo Vision website, one
reader asked about the kingpin design.
Challenge kindly showed me the
internals, consisting of a one-piece
steel casting for kingpin and axle, with
a slide-on disk brake mount which
fits into alternative positions for left
and right sides. This also allows easy
front wheel removal with disk brakes.
Standard industrial ball bearings
are then used between the casting
and a frame-mounted ‘kingpin’.
No word yet on prices, but
they’re expected to be competitive.
We’ll be testing one in Velo Vision
as soon as it’s available.
Challenge: Tel +31 55 521 24 05 or see
www.challengebikes.com
HP VELOTECHNIK ROUNDUP
system. It has a comfortable and
nippy ride which impressed the
people from CycleCentric, who will
shortly be importing it into the UK.
We’ll have more details in due course.
Pacific Cycles: see www.pacific-cycles.com
UNKNOWN FOLDER
Seen parked outside the show was
this intriguing folding bike (pictured
right). Unfortunately I never met the
owner. Although quite a large folded
package, the two wheels fit together
very neatly side-by-side, suggesting
it might roll along nicely rather than
require carrying. Both wheels are
supported from one side only.
After I mentioned it on the Velo
Vision website, readers suggested
it may be a Giant MR20, a folder
intended for the Japanese market.
The Scorpion trike (as reviewed last issue) is
now available in a new folding version, the FX.
Rather like the Greenspeed GT series, the seat
quick-releases away from the chassis, which
then hinges so that the back wheel ends up near
the cranks. The folded package (below) is by no
means small but it will be ‘car bootable’. The FX
also has a somewhat higher seat height than
KETTWIESEL GOES ALU
A new aluminium version of Hase’s
popular Kettwiesel trike will be
available early next year: it promises
to be considerably lighter than
the current steel frame. Other new
features include easy leg length
adjustment over 350mm without
having to break the chain, a folding
seat back and a new luggage rack
allowing the use of standard bicycle
panniers. The styling also looks
sharper to me.
Hase Bikes: Tel +49 2309 782582 or
see www.hasebikes.com
previous Scorpions, and allows space for two
small panniers as well as two full-sized ones on
the 50 kg rated rack behind the seat.
The quick-release seat system is due to be
rolled out to other models in due course, say
Challenge’s new trike
has ‘progressive’ styling
according to the designer,
and it also employs a
novel kingpin design for
the steering.
HP Velotechnik, and they are considering
offering a mesh seat option too.
One of the Scorpions on display was fitted with
all controls on one side of the machine (below)
for customers who may have the use of a single
arm. The two front
brakes are linked,
actuated by the
hydraulic Magura
‘Big’ lever. Bar
end shifter and a
twistgrip control
the gears, and a
ratchet gear shifter
operates the rear
parking brake.
The one-sided
Schmidt trike hub dynamo which we mentioned
last issue will apparently be available in November,
and HP Velotechnik are preparing a kit to
allow it to be fitted to existing Scorpion trikes.
Comprising wheel, cable and front light and all
fittings, the kit is expected to cost around €429.
The bikes in the HP Velotechnik range had
seen mainly detail improvements, including a
lighter aluminium stem for the Speedmachine.
HP Velotechnik: Tel +49 6192 97 99 20 or see
www.hpvelotechnik.com
11
E U R O B I K E 2006
QUADBIKE
Readers may remember our note in
‘News’ last issue about the launch of
the QX4 Quadbike from France. This
elaborately engineered, €6590 offroad quad is even more impressive in
the flesh, and it was nice to meet the
machine’s designer, Hugues Escarguel.
He explained that the elaborate
front suspension construction was
necessary to allow clearance for the
rider’s feet – this places the rider’s
weight right between the wheels for
better handling and traction. It also
means that when jumping you’re
more likely to land the right way up!
For simplicity, there’s no differential
in the rear axle, but Hugues says
that this isn’t a problem off-road,
where surfaces tend to be loose.
It wasn’t really a problem on flat
surfaces either, as I rode the quad
E U R O B I K E 2006
around the trade show briefly. I was
very impressed by the super-stable
ride and the well-tuned suspension.
In contrast to the Pirol trike (see
below), the Quadbike didn’t roll
noticeably in corners. The rear axle
is rigid, with just a simple swingarm
suspension, and this keeps the
vehicle upright. The steering was
also very light and positive, and the
‘car steering wheel’ style action of
the handlebars worked really well.
Overall a splendid device, and
you get plenty of engineering for
your considerable investment.
It might make a uniquely stable
and comfortable off-road tourer
(maybe add electric assist too?)
or just a fabulous plaything.
The makers say they’d love to
welcome readers to their base in
the Carcassonne region of France
for some test riding, or they’ll
also be at several events around
Europe: contact them for details.
Quadbike: Tel +33 872 6060 11
or see www.quadbikexcycles.com
THUNDERSTORM
Stein Trikes and their
Austrian business
partners Bike Revolution
have apparently been
working with velomobile
manufacturer Leitra to
develop this prototype
‘Thunderstorm’ fairing.
Unlike on the Leitra, the
front wheels are enveloped
by the fairing, making it
somewhat roomier. A ‘roof’
to make it fully enclosed
has also been prototyped.
We’ll pass on more details
as it nears production.
Bike Revolution: Tel +43
2282 70444 or see
www.bike-revolution.at
PIROL TRIKE
A new fully-suspended recumbent
trike (right) was exhibited by Pirol
Trikes, a company who clearly have
plenty of engineering facilities behind
them. Not only had they made the
frame, but also headsets, disk brakes,
hubs and air shock units, all in-house
(and available separately).
The trike itself is an interesting
design, with double-wishbone front
suspension plus a simple swingarm at
the back. The ride was certainly plush,
but the sensation of rolling
in corners would take
some getting used to. At
around €3000 complete it’s
priced quite competitively.
Another feature of the
Pirol trike is that it is
‘electric-ready’, with the
fittings in place even
when supplied without
electric assist. Several types of
motor and battery are available
at various cost levels. The motor
fits near the rear swingarm pivot,
and the batteries can be concealed
within the main frame tube.
Pirol Trikes: Tel +49 3591 2722 666 or
see www.pirol-trikes.de
12
Transmissions
FALLBROOK CVT
SHIMANO ALFINE
As mentioned last issue, the ‘Nu-Vinci’
continuously variable transmission system by
Fallbrook Technology is being launched at IFMA,
a few weeks after we go to press. But luckily
one of their manufacturing partners in the
Netherlands was walking around Eurobike with a
pre-production hub fitted into a bike, and I took
the chance to take a ride.
It was remarkably unexciting – which is a very
good thing! You could shift when stationary
or pedalling, using a twist-grip with ‘pushpull’ cables rather like the Rohloff. This gave
a smooth ratio change, also under load. And
even giving it as much welly as I could, I
couldn’t provoke
any slipping.
Apparently there’s a
cam system inside
which pushes
things together
ever tighter as you
apply more power,
making slippage
near impossible.
Efficiency was
hard to gauge,
but it all felt
Shimano’s Alfine and SRAM’s new
hub (see below) sparked a flurry of
press releases about how hub gears
may be breaking out from utility
cycling into the sports category. The
Alfine certainly looks the part: it’s a
reworking of their 8-speed ‘Premium’
hub, adding a tensioner to allow it to
be used with a front derailleur, and
very smooth. In later discussion a figure of
91% was mentioned, but without details
of how that’s measured, meaningful
comparisons with hub gears will be tricky.
I was told that the production hubs will be
lighter and smaller than the one I rode, and
there’ll be various detail improvements too.
Range is fixed at 350%, and price will be well
below Rohloff levels. The first production hubs
are expected to be fitted to Ellsworth bikes
in the USA towards the end of this year.
Fallbrook Technology: see www.fallbrooktech.com
also with updated cosmetics. But will
it feel more efficient than the 8-speed
Nexus I tested in Issue 21? It’ll be
fitted on some 2007 bikes, so maybe
we’ll find out soon.
SCHLUMPF MINIBIKE
This was a neat demonstration of the
Schlumpf High Speed Drive bottom
bracket gearbox, which when engaged
gears up your pedalling by 2.5:1. That
gives this minibike a remarkable turn
of speed. In the background is the
gearbox’s designer, Florian Schlumpf.
Schlumpf: Tel +41 81 723 80 09 or see
www.schlumpf.ch
SRAM 9-SPEED
TOXY
Double wishbone front
suspension gives the
Pirol trike (above) a
plush ride
Low-racer recumbents developed, as the name
suggests, for the racetrack. But it seems more and
more recumbent enthusiasts are using them as fast
commuters or tourers.
Toxy Recumbents from Germany have picked up
on this trend and launched a ‘touring’ version of their
ZR low racer, also incorporating a number of other
improvements. The head angle is now much more
vertical, which improves the handling enormously
they say, making it quite possible for first-time
recumbent riders. They’ve also built a Rohloff hub
into the front end, and low-speed manoeuvrability
will be improved with a clever new chain guide which
uses a swivelling pulley to minimise stress on the
chain. There’s clearance to fit a front mudguard, too.
The ZR’s one-sided rear swingarm also allows them to
fit the ‘tricycle’ one-sided Schmidt hub dynamo (available
soon). Luggage capacity and rear mud protection
come in the form of a tailbox fitted behind the seat.
Toxy Recumbents: Tel +49 4127 922 83 or see
www.toxy.de
See the ‘News’ section this issue for
details of SRAM’s new 9-speed hub
(pictured below). I had a chance to
ride it at Eurobike, and can report
that it’s very good indeed, with
consistent steps between gears and
a feeling of efficiency equal to the
Sturmey 8-speed, and shifting to rival
Shimano’s. It felt smooth and quiet
under load – all in all a very polished
performance.
STURMEY SPECIALISE
Some interesting new parts were on show at Sunrace
Sturmey-Archer, including an oversized ‘Cruiser’
three-speed hub, extra-wide to fit chopper bike
wheels with huge tyres. This was accompanied by a
series of large ‘gearstick’ shifters. Sturmey also had
‘trike/quad’ hubs on display, intended for use as
intermediate drives, and pre-assembled with output
sprockets fixed to the hub shell.
Sunrace Sturmey-Archer: see www.sturmey-archer.com
13
E U R O B I K E 2006
E U R O B I K E 2006
QAMM
PINHEAD VS PITLOCK
Here’s a neat idea from QAMM from
Korea – a travel system which fits
into an extended handlebar bag and
converts to padded bike bag and tent
with sleeping mat.
There are two inflatable mattresses,
which in big bag mode sandwich
your disassembled bike securely, held
together with the fabric bag. Then,
with a few zips, you can convert the
bag into a tent. It can be supported
as pictured by two small poles, or use
the front wheel of your bike at one
end and the bike frame at the other…
The mattresses are then placed in the
tent, dirty side down, to form a bed.
When it’s time to go, the mattresses
are deflated and everything can be
packed into the full-length bar bag, as
seen here on a Bike Friday. Ingenious!
The bar bags are available
separately too, and can optionally be
padded for cameras and the like.
The system has attracted interest
from a number of folding bike
manufacturers, but QAMM would
be very interested in hearing from
distributors or dealers, too.
QAMM: see www.qamm.com
A neat new system for securing
quick-release components was on
show. The Canadian Pinhead system
pictured looks very light and secure,
but it’s up against more established
German rivals Pitlock, whose similar,
if perhaps somewhat more bulky,
system was also on show.
Why aren’t more vendors offering
double-disk hubs? They’d be ideal
for tandems and, I’d imagine, heavyduty downhill bikes, as there’s double
the braking power and heat capacity,
and they stress both fork legs equally.
They’ve been used on motorbikes for
years. Unfortunately I didn’t make a
note of whose stand this was on.
14
TOUT TERRAIN
FIXIES
German company Tout Terrain had some very fine
touring bikes on display, with some unique design
features. The ‘Panamericana’ is particularly striking with
its rear suspension built into the integrated carrier rack
– they say that this offers superb sideways rigidity. The
built-in racks are also available on their unsuspended
The craze for fixed-gear bikes has
never grabbed me, but it’s grabbed
enough riders to sustain a number
of manufacturers making some very
lovely bikes. This one’s from Fixie
Inc, a German outfit who also have
connections with the UK specialist
fixed suppliers Hubjub – their
websites all link up.
QAMM’s capacious
handlebar bag
system can
accommodate a
Pinhead: Tel +1 780 465 5930 or see
www.pinheadlocks.com
Pitlock: Tel +49 30 611 2092 or see
www.pitlock.com
significant amount
of luggage – or their
complete travel
system, with its
USED BIGBOY
air-padded bike-bag
which turns into a
tent.
NEW QR
CANNONDALE
DOUBLE DISK BRAKES
Everything else
Cannondale, known for their oversize
aluminium frames, used Eurobike to
propose a new, larger 30 mm spindle
bottom bracket as an ‘open industry
standard’ (it used to be 24 mm). A
larger BB would be stiffer for the same
weight, and also allow the use of alloy
(rather than steel) axles and larger 42
mm bearings. Full technical details
can be found online at:
www.bb30standard.com
Cannondale also had this winner
in the Eurobike design awards, an
ingenious ‘Headwrench’ multitool
which fits inside the steerer tube.
The current ‘standard’ quick release is
fraught with problems, not least that
inexperienced riders often use the
lever as a wingnut rather than locking
it as intended. Montague Inventive
Technologies from the USA have a
very neat system to tackle the QR’s
shortcomings without complication
or expense. Their system uses a longthrow lever, a spring-loaded cone and
models, and are of stainless steel so that the inevitable
scratches from pannier hooks won’t lead to corrosion.
The steel forks are of asymmetrical design to more evenly
absorb the one-sided loads from disk brakes. For Rohloff
models, an eccentric bottom bracket is fitted to handle
chain tensioning. Finally, the headset system has a stop
to prevent the bars swinging right round and damaging
the frame.
Tout Terrain: Tel +49 761 5899744 or see www.tout-terrain.de
Fixie Inc: see www.cycles-for-heroes.com
With the larger cyclist in mind USED
have launched the ‘BigBoy’ range
of bikes, in gents and ladies frames,
apparently tested to withstand rider
weights up to 135 kg (21 stone). The
bikes look well appointed with the
Chainglider full chaincase, hub dynamo
lights, Schwalbe ‘Fat Frank’ tyres,
leather saddles and lugged frames.
USED: Tel +49 5431 908 9980 or see
www.used-hq.com
VELORUTION’S SCORCHER
PRIMO QUAD
a fixed adjustment nut to keep the
wheel retained (by the dropout ‘lawyer
lips’) even when the release is undone.
Then just pull the cone towards the
lever to release. Apparently many
manufacturers are now making their
dropouts compatible, and it’s hoped
this system will gradually become
a new standard. Part count is the
same as a traditional QR, so cost
implications should be minimal.
For more details see www.clixqr.com
CANNONDALE RETRO
I liked the look of this Cannondale ‘Vintage Ultra 8’
urban bike, with full Chainglider chaincase, discreet
front suspension and rack, lights and mudguard all in a
lightweight package.
Cannondale: www.cannondale.com
The ‘Primo’ quad from Pfau-Tec looked
like a useful vehicle for any rider with
balance problems or limited mobility.
A low stepthrough frame and easy, upright
position should make for a stable ride.
A spring-loaded front axle means the
frame can articulate over uneven ground,
and there’s a reverse gear. Maximum rider
weight is 100 kg, and luggage capacity is
another 20 kg. Vehicle weight is a hefty
45 kg, so best use it on flat journeys only.
A trike version is also available.
PFAU-Tec: Tel +49 5431 902048 or see
www.pfiff-vertrieb.de
Launched in London while Eurobike
was on, the Scorcher is a modern
interpretation of the town bike from
London shop Velorution, using steel
frames equipped with “superior
componentry” from Nitto, Brooks
and Sogreni and fitted with handbuilt wheels, all for £850-£900ish.
Velorution: Tel 020 7637 4004 or
see www.velorution.biz
15
PRODUCT REVIEW
LANDESCAPE TANDEMS
BACKGROUND
TANDEMS A LA CARTE
Landescape tandems aim to offer unprecedented flexibility
– but without incurring the cost of a custom-built machine.
Jonty and Joasia Semper take one for a ride, and also
pass on valuable hints for first-time tandemists.
16
As a generalisation:
 Cheap new tandems are
probably dangerous.
 Good new tandems are
expensive.
 ‘Out the box’ tandems offer
limited flexibility – trying specific
frames sizes can be difficult.
 Customising an ‘out the box’ can
become very expensive.
 Fully custom made tandems can
be even more expensive.
The Landscape concept attempts
to fill the gap between an ‘out
the box’ tandem that then needs
customising (at additional cost) and
an all-out custom-built frameset
and build.
So the Landescape has no ‘models’
to speak of. Instead it is available in
two frame sizes (large/medium and
medium/small) to accommodate
most teams between 6'4" and 4'6".
The rest you specify, in consultation
with one of the Landscape retailers.
All the difficult-to-source tandemspecific parts are available as
Synergy own brand components
(for example the adjustable stoker
stem, 48-hole tandem disc hubs
and adjustable captain’s stem).
If you prefer a particular type of
handlebars or want to run rim
brakes or discs – the choice is yours.
But that’s not the end to the
flexibility. You can use either
26" or 700c wheels, as the frame
is designed with clearance and
mounts to take rim brakes for both.
This does give you the option to buy
two sets of wheels and switch them
depending on intended use. If you
run straight bars and a disc system
this is realistic and would only
take minutes, although swapping
from drop to straight bars would be
more involved. Storing a second set
of wheels is certainly easier than
storing a complete second tandem
and is a lot cheaper. Not only would
this provide you with a fast day
ride and rough stuff bike, but also
allows you to change and upgrade
in the future.
The small size tandem may be
suitable for children with the seat
fully down. Fit the Synergy ‘BratPak’
(£85) dual-threaded crankset
and saddle and you can get them
tandeming even sooner.
We tested a day ride road bike built
to Landescape designer Pete Bird’s
own specification. Cost as built:
£2225. Cheapest realistic build for a
complete bike is around £1350, and
framesets are also available from £750.
LEFT: The self-centring eccentric
system also incorporates some
rather basic cable guides.
BELOW: A superbly adjustable
stoker stem.
BELOW RIGHT: Easy stem height
adjustment: the ridge at the front of
the steerer keeps the bars aligned.
FIRST IMPRESSIONS
The frame is a direct lateral with low
top tube, made in 7005 butted and
shaped aluminium oversize tubes
with tidy rather than crafted welds.
It looked strong and felt stiff enough,
but this is hard to judge objectively.
There’s a tandem specific rigid fork
with mounts for both 26" and 700c
rim brakes and also mounts for
disc brakes plus associated stops
cable and hose guides. Eyelets and
bosses for front and rear racks and
mudguards are also present. Two
colours are available: Atlantic Blue
or Azores Red.
The eccentric, used to adjust the
tension on the timing chain, was
of a design I’d not seen before. Two
bolts pass through a beefy lump
of aluminium welded to the frame
under the captain’s bottom bracket.
The bolts pull against two grooves in
the eccentric, fixing and centring it,
meaning no wonky knee problems
from off-centre fixing. The oddlooking gap between the eccentric
and frame is to allow easy removal,
even if you forget to apply anti-seize.
This does mean that the eccentric
is supported only by the two bolts,
rather than the whole shell, but I
didn’t notice any lack of rigidity. It’s
difficult to say how this will fare in
the long term.
Six bottle mounts were provided
with four Blackburn cages. It’s great
to see six bottle mounts, but one
niggle was that we couldn’t fit our
750mm bottle in the two bottle cages
closest to the captain’s seat post.
When it comes to the components
we’ll only comment on a few
things of note, as you can change
the specification to your own
preferences.
A Hope headset was fitted;
tandems can be hard on headsets
so specifying a quality model is
sensible. Alex DH19 622x18 rims
with Synergy tandem 48 hole disc
hubs were built into strong wheels
with sealed bearings. Full length SKS
mudguards rear and front along with
Brookes leather mud flap protected
us from the rain and covered the
Schwalbe Marathon Racer 30-622
(700x30c) tyres.
The Campagnolo Veloce 10 speed
groupset provides the front and
rear derailleur and ‘Ergo’ brake and
gear levers. A Shimano nine-speed
cassette (11-34) is fitted as Campag
don’t do such wide range cassettes,
but this necessitates a cable roller
device on the rear derailleur as
Shimano and Campag have different
cog spacing. The Avid BBDB road
disc brakes are tandem-rated and
designed for Ergo cable pull and use
203 mm rotors front and rear.
The captain had an NVO
adjustable stem with 100 mm of
up/down adjustment. It’s a clever
idea, but some might think it looks
odd in the lower positions with the
steerer showing.
The Profile 44 cm handlebar was
17
PRODUCT REVIEW
LANDESCAPE TANDEMS
slightly wider handlebars.
Mounting the bike
was easy for both of us,
given the low top tube.
I imagine this is a real
boon especially as the
tandeming years go by,
and it also provides more
standover clearance if
you fit front suspension
forks or ride off road. The
extensive adjustability
of the stoker stem made
it very easy to reach a
comfortable position.
As a captain with some
experience I immediately
liked the feedback from
the bars. The Landescape
has been designed with
positive steer, whereas
most tandems have neutral steer (for
a more limited effect on the steering
when you lean over). The positive
steer is intended to make it less hard
work for the captain’s upper body
when going up hill. Without a blind
test and in our limited ride time, it
was difficult to form a firm opinion
on this. But even an experienced
captain will notice any movements
the stoker makes on the Landescape,
particularly at slow speed. A
novice team may initially find
this disconcerting before gaining
confidence and learning not to fight
each other’s actions.
The combination of the steering
and the excellent tyres made us want
to throw the tandem into the corners
and to keep off the brakes. The test
bike was fitted with Schwalbe Racer
TRYING TANDEMS
wrapped with Brookes leather
handlebar tape. We didn’t find this
the most comfortable tape: it proved
slippy in the wet, but should be
hard wearing. The Synergy twin bolt
clamp holding the captain’s seat
post is an excellent design. It holds
the seat post in place and resists
the turning leverage applied by the
stoker’s handlebars.
The stoker seat was set up with a
Satori suspension seatpost which
proved easy to adjust and did the
job of taming unannounced hits
with no side-to-side play. A Profile
40cm handlebar was equipped with
Diacompe dummy drop levers.
Synergy also offer their own upswept
design stoker bars for those who
prefer this style.
The bars were attached to the
captain’s seat post with a Synergy
stoker stem with Satori adjustable
riser. We really loved this super
adjustable stoker stem set up. It’s
one of the longest reach stoker stems
we’ve seen, allowing the option
of trying different positions or
swapping bars whilst maintaining a
good fit in future. Very useful if you
ride with different stokers.
A Middleburn tandem crossover
chainset was fitted, with 175 mm
cranks and 42-32-22 rings. Other
18
crank lengths are available. We like
to spin a high cadence, but a higher
top gear would have been useful.
The lowest gear got us up all the hills
we encountered.
As clearance is not so important
for a road tandem, we would have
preferred larger (38 or 40T) timing
chain rings as this seems to allow
more subtle communication
through the pedals than the
Middleburn Uno 32 tooth chain
rings fitted.
We’re not the strongest team and
we do like to spin, but we also enjoy a
good uphill challenge. The expensive
Middleburn cranksets are claimed
to be super-rigid for climbing, but
even standing on the pedals, it was
difficult to judge any particular
greater rigidity. The black cranks and
chain rings do look dapper, though.
THE RIDE
The test bike was supplied as a fast
day ride bike, weighing approx 43lbs
(19.2 kg) with our own pedals and
saddles. The paint finish looked
snazzy, drew admirers and proved
tough on newly laid road chippings.
As a 6'4" captain I was at the limit of
what the frame is designed for but
found the size OK. I simply would
have specified a longer stem and
Whilst we had the bike on test, an acquaintance asked if he
could borrow it to take his fiancée for a spin. Both are regular
cyclists, and he claimed to have captained a tandem a few years earlier, so
we agreed. We tried to share some advice and tips, but you just can’t tell
some people and off they wobbled. We heard them return to the stoker’s
screams of “Get me off! Never again, never again”.
While the wedding is still on, I’d be very surprised if bride-to-be ever
gets on a tandem again. She’s now tried it and it didn’t work, and first
impression stick. That’s a real shame.
On tandems you can only go as fast as the person behind. In other words,
you need to develop and maintain your stoker’s trust. This will involve a
slowly, slowly approach and relaxing communication. For a novice team
or for the dedicated cyclist desperate to get their not-so-keen or non-cyclist
partner cycling, a tandem can be a great solution. But convincing your
potential captain / stoker to spend up to £2,000 and give up space in the
front room could be tricky. A nice day out, on the other hand, may be easier
to negotiate, which is where the Tandem Experience comes in.
The Tandem Experience offers tandem tuition in a relaxed environment,
over various day, weekend and longer holidays with the focus on fun, food,
exploring the countryside or historic towns and making friends. The tandems
simply provide a great way of having fun together, and with other people.
This sounds like an excellent idea if you’re contemplating a tandem, or
would like your partner to! Locations throughout the UK include Ironbridge,
Lancing, Oxford; Ilkley, Newcastle Upon Tyne, the New Forest and
Manchester.
The Tandem Experience can also arrange try-to-buy sessions for
Landscape, Dawes, Santana and Trek. Not all brands will be at all locations
so best check beforehand.
The UK Tandem Club also has a wealth of knowledge and advice within
its members and organises many events and activities throughout the UK
and Europe. If you attend a Tandem Experience activity you get free six
month membership to the Tandem Club.
The Tandem Experience: Tel 0845 6066456 or see www.tandeming.co.uk
The Tandem Club: Tel 01983 759576 or see www.tandem-club.org.uk
700c (622) x 30 tyres. Fat enough to
feel comfortable yet they rolled along
well and felt great in the corners
– some front tyres squish and squirm
on a tandem. The captain felt
confident even in the wet.
The subject of tandem braking
set-ups generates more heat than
a fully loaded Alpine decent. It’s
not just extra stopping power you
require but the ability to dissipate
the decelerating energy transformed
into heat – without the brakes
fading or inner tube splitting, or the
hands giving up with cramp. The
test bike came with Avid BB road
mechanical disc brakes.
Although not fully broken in (the
rear brakes screeched a bit in the
wet) they were adequate in the
Yorkshire Dales, but we were lightly
loaded and we did not encounter
any massive descents so they
weren’t tested to the extreme. The
rear could have done with a stronger
spring (which may be available from
Landescape soon) to compensate
for the length of cable, as we found
adjustment tricky. You could of
course fit rim brakes if you prefer.
A V-brake was also fitted, operated
by the stoker via a bar end shifter.
This was useful as a parking brake
– but probably not wise to use
otherwise. The frame was not fitted
with a Pacman mount for Arai
drag brake. This seems a shame
considering the amount of other
frame fittings, and would just add to
customer choice.
Front derailleurs can be a problem
on tandems, as it’s difficult to see or
hear what’s going on. The Ergo levers
allow you to trim the front derailleur
position, and while this was useful
we didn’t find it as easy as with a
direct-feel friction lever. We also
over shifted when changing down
and trying to find the middle ring
a couple of times – but this might
just all require more familiarity
and practice. The mix of Shimano
cassette and Campag levers worked
fine, but the roller converter does
require correct set-up which is less
than obvious.
Generally we found that the
Landescape bowled along well
– whether standing on the pedals
going uphill or head down on the
drops desperately trying to get off
the A19 as the light was fading. The
ride was comfortable, although as
with all tandems it is useful if you
can learn to pedal together whilst
standing to give your saddle a break.
We didn’t have a chance to see how
the bike handled when fully loaded
with front and rear panniers. But
it is possible to fit racks. The front
fork comes with bosses to take a low
rider. To clear the rear disc brake
Landescape supply stainless steel
rack adaptors which are secured
to the frame via mounting holes
which are re-tapped to M6. The rack
legs would also need to be splayed
Double canti brake sockets
accommodate either 26" or
700c wheels. The main brake
here, though, is the disk. The
stoker-operated V-brake is
and Santana (£2400-£9000+).
Tandems from Orbit (£900-£1500
or so) and Thorn (£1600-£2000+)
may allow you some flexibility.
CONCLUSIONS
Using a wide-range Shimano
cassette with Campag shifters
means an adaptor is required
to match the sprocket spacing.
The Landescape’s takes
the form of a roller device
attached to the rear derailleur.
slightly. Whilst they would be happy
to do this for you, the load will be
slightly wider and with the rack legs
further apart they may not prove as
strong or stiff over extended use.
A two wheeled trailer might be
the best solution for serious load
carrying. Tandems are great load
haulers, and with the extra mass
to keep both wheels firmly on the
ground and two people pedalling
it is easier overcome the pulsing
start/stop inertia of a trailer. And the
bike remains fast and light when you
leave the trailer behind.
there as emergency backup
and also makes a useful
COMPETITION
parking brake.
What else could you get for your
money?
Unless you go to a custom-build,
most other tandems are supplied
as models with fixed specifications.
The Cannondale Road Tandem at
around £2100 is probably the closest
comparison to the test bike, with an
aluminium frame, drop bars, 700c
wheels and Avid disc brakes. They
are available in a wide selection of
sizes but trying before you buy may
prove difficult. Cannondale frames
have a quality finish, but simple
changes to bars or saddles will push
the price up.
Other out of the box manufactures
include Dawes at approx £750
– £1350, Trek (around £800 – £2500)
The Landescape makes it easy for
a wide range of couples to ride
tandem ‘properly’ with its emphasis
on adjustability and fit. As the
tandem-specific components are
designed with plenty of adjustability,
and as other parts can be selected to
suit your budget, it may well mean
a more comfortable fit and better
value than an out-the-box tandem.
If you already own a tandem, take
a look at the super-adjustable
stoker stem and give the Schwable
Marathon racer tyres a trial.
But however flexible it is, no bike
can do everything, and while the
Landescape is a good performer
on road, I’m not convinced it is
necessarily the best choice as a fullon tourer or as a full off-road bike,
even with the 26" wheels fitted.
Also, if you’re going to spend
over £2,000 for a tandem you may
be disappointed with the welded
frame finish, especially if you
compare it to a Cannondale frame.
It’s worth considering the balance
of spending between frame and
components and how you might
upgrade in the future.
But if you fancy a fast road tandem
and one for slightly rougher stuff,
and have neither the space or the
money for two, the Landescape is
well worth a test ride.
Trying before you buy is
clearly really important. Try
your first tandeming in the right
environment. Then try several
bikes to see what suits: comfort and
fit are essential. The Landescape
dealerships and Tandem Experience
network are a great addition to this
process in the UK.
Jonty and Joasia Semper
AVAILABILITY
Landescape Tandems:
Tel 0845 6023416 or see
www.landescapetandems.com
There are five UK retailers, and
delivery can also be arranged via
dealers in the EU or beyond. Contact
Landescape for details.
19
PRODUCT REVIEW
REVERSE FRONT WHEEL DRIVE RECUMBENTS
BICYCLES BUILT BACKWARDS
Reverse front wheel drive is a new way to steer and
power recumbent bikes – but is it a practical solution?
Frank van der Laan tests two pioneering recumbents,
the Minq and Munzo, to find out.
INTRODUCTION
There are many differences between
recumbents and upright bicycles –
but there are also many similarities.
One aspect so ‘normal’ that it’s
rarely noticed or considered afresh
is the basic geometry of front forks
and head angles, which to date has
been mostly similar on both types
of bicycle. But some time ago in his
book Bicycle Design Mike Burrows
questioned whether conventional
bicycle fork/headset geometry is
the most appropriate choice for
recumbents. And more recently
three designers in the Netherlands,
Bauke Muntz, Erik Hartemink and
Bram Smit, have made some very
interesting bikes to explore a new
approach to front fork design.
In this article we will review
two of these bikes: the Minq and
Munzo, to try to discover whether
this geometry rethink is just an
interesting diversion – or the way
forward for recumbent cycling.
ABOVE: The Ligflits concept
by Bauke Muntz proposed
a recumbent with the forks
sloping ‘backwards’ – in
contrast to upright bikes
and most other recumbents,
which have forks projecting
forwards at headset angles
of typically 65-75 degrees.
LEFT: From left to right we
have Bram Smit and the
Munzo, Ligflits designer
Bauke Muntz, and Erik
Hartemink with the Minq.
20
BACKGROUND
In his book Mike Burrows referred
to work by Foale & Willoughby,
who concluded that head angles
in upright bicycles are determined
more by the need to achieve a
convenient handlebar position than
by steering dynamics. For better
handling on recumbents – which
are more difficult to ride hands-off –
Mike proposed a backwards fork with
negative trail and a 90 degrees fork
angle. He also stated that trail is the
most important factor for handling
feel – not the angle. This was backed
up by many practical tests carried out
by Mike using his ‘Adjustratcatcher’, a
prototype recumbent with adjustable
headset angle.
Then a few years ago Bauke
Muntz sketched out the ‘Ligflits’.
This compact dual-20" low racer
combined Mike Burrows’ ideas on
front fork geometry with front wheel
drive. This combination opens up
several new advantages:
greater design freedom,
attractive looks and most of
all a direct chainline without
pulleys for increased
efficiency. With all of the
transmission at the front it
should be possible to create
a lightweight and simple
rear end.
The main challenges
involved are in the areas of handling
and traction. The steering can
be affected by the forces exerted
on the transmission, and weight
distribution means that grip can be
reduced on gravel or up hills as the
front wheel is lightly loaded.
The publication of the Ligflits
drawings and technical notes
inspired Erik Hartemink and Bram
Smit to start building their own
bikes. They worked intensively with
Bauke and determined optimal
steering design, chainline, trail
and fork angles by a process of trial
and error. It’s worth noting that
Frank Bokhorst, Dave Richards
(Kestrel) and others have also
made successful front wheel drive
recumbents with reversed forks.
The Minq
BELOW: Rear elastomer
Erik Hartemink is the founding
father of the Minq. He has a technical
automotive background and started
off in HPVs by building recumbent
trikes. Bauke advised him to make
a two-wheeler. His main design
objective was to make a touring bike
for cycle holidays, hence the easy
detachable seat. He reports that it’s
great to have somewhere to sit when
all of the public benches are packed
with tourists!
Erik does not really want to
promote the bike as a recumbent,
but as a comfortable tourer,
the Minq Qarma. Together Erik
and Bauke have built several
prototypes, and our test bike was
the most recent. Erik plans to start
commercial production next year,
with distribution initially for the
home market. The price is expected
to be around €2000.
The design of a reversed front
wheel drive (RFWD) fork threw up a
few problems. First, it turned out to
be difficult to add front suspension,
as the chain length would change
when going over bumps. To give the
bike a comfortable ride and also
enough grip, the builders mounted
40 mm Big Apple tyres. Both wheels
are 20" (406) size.
It was not possible to use a front
derailleur: there is ample room for
it but the chain would fall off the
chainrings when steering. Another
difficulty is finding a good place
for the brakes. V-brakes or sidepull
brakes tended to come into conflict
with the chain or legs. Erik and
Bauke decided to fit reliable and
affordable mechanical disk brakes.
The steering is indirect to avoid
the need for an extremely long stem.
Cables are lead neatly through the
frame and steering tubes. The bike
has a large stem and handlebar
assembly which pivots up and down.
FIRST IMPRESSIONS
The prototype frame we tested is
made of high-tensile steel, but later
production models will be made
from a stronger cro-moly grade to
reduce weight. The cro-moly front
fork has industrial-type rather
than bicycle headset bearings. The
suspension is neatly
concealed within the frame.
Also note the quick-release
seat attachment system and
tidy rear brake cable routing.
ABOVE: The Minq Qarma is
designed as a relaxing tourer,
with plenty of luggage space
under the seat.
RIGHT: The pretty Alligt onepiece chainring and guards.
moderate seating height of 50 cm is
intended to put the eyes at car level,
adding to the versatility of the bike
in traffic.
Like the rest of the frame, the rear
fork is solidly constructed with a
good finish. It matches the styling
of the front fork, and simple but
effective suspension/damping is
provided by a hidden elastomer.
The Minq we tested was fitted with
a SRAM Dualdrive system (three
speed hub gear and eight speed
rear derailleur). The hub gears are
necessary to compensate for the
lack of a front derailleur. The Dutch
company Alligt made the beautiful
CNC-machined one-piece 52 tooth
chainring with double chain guards.
It would be interesting to fit the
Rohloff Speedhub – it is a technically
superior solution and would make
optimising the chainline easy. But
the price tag meant that Erik decide
to keep this as an option.
Unlike Bauke’s original Ligflits
drawing, which showed an
extending boom arrangement,
adjustment to fit the rider’s height is
by changing the frame length under
ABOVE: More tidy cable runs
at the stem pivot.
BELOW: The seat detaches to
provide a convenient chair for
stops or for relaxed evenings
at a campsite...
21
PRODUCT REVIEW
the seat. This means that relatively
tall riders sit further back and so put
less pressure on the driven wheel.
But the makers say a tall rider will
still have 50/50 front-rear weight
distribution, rising to 70/30 for
shorter riders, and that traction is
not generally a problem. Fitting the
bike to the rider shows up another
advantage of FWD: no dirty chain
length adjustment is required.
The bike is designed as a tourer,
and the seat tubes have plenty of
places to hang panniers between
the wheels where their weight will
add to front wheel grip. It would
also be possible to mount a rear
rack and a recumbent top bag.
These options will be available in
the production model. The solid
two-leg stand is also very practical,
especially when loaded.
THE RIDE
Riding the Minq is quite a special
experience. It took me a little while
to get used to the handling.
I was first struck by how little
reaction there was in the steering
to pedalling input – absolutely
minimal, a huge testament to the
designers! Only in low gears was a
little reaction noticeable. I am sure
that after riding a few hundred miles
any owner would be totally used to it.
What I found a bit uncomfortable
however was the twitchiness of the
steering. Not just at low speeds, but
also at a moderate pace. Perhaps the
combination of indirect steering, a
long stem, relatively low front wheel
pressure and too little trail makes
the steering feel very light. On the
other hand it does not pull to one
side or another. The designers do tell
me that they will be making changes
to the steering ratio (how much
handlebar movement is needed to
turn the forks through a particular
angle) to make production bikes feel
much more ‘normal’.
Twisting of the drive chain in sharp
bends turned out to be no problem:
the chain never falls off and a
practised cyclist can easy turn in the
width of a normal street.
The Minq loves acceleration with
plenty of power when cornering.
The short and direct transmission
gives a nice direct feel – like a regular
road racing bike, and not at all the
22
REVERSE FRONT WHEEL DRIVE RECUMBENTS
‘spongy’ feeling that some rear
wheel drive suspended recumbents
can give. But the Minq is not a
bike for high speeds. The hefty
weight, tyres and aerodynamics are
probably hardly any better than a
regular touring bike. But that’s OK,
it’s intended for relaxing touring.
I found overall comfort to be fine.
I never had the feeling (even on
poor road surfaces) that I missed
not having front suspension. Cables
and chain never got in the way when
cycling – an obvious point but it
deserves a mention. The mechanical
disk brakes worked fine: good power,
easy to use and adjustable.
The seating position (seat height,
position of the handlebars and
bracket height) is very moderate and
should almost immediately suit even
non recumbent riders. I found the
very wide bars the most annoying
feature. On sharp corners the
bars, close to your body, do rather
interfere with your torso. Personally
not my cup of tea. Apparently
the bars are to be narrower for
production, with a greater range of
reach adjustment.
Although detachable, the seat is not
adjustable for angle, which is rather
upright. When cycling I had a slight
feeling that my bum was slipping
forwards. Bauke told me that the seat
will be restyled and will be adjustable
for production machines.
Technical specifications
(prototype)
Frame: high tensile steel
Steering headset and tube:
stainless steel
Front and rear forks:
cro-moly steel
Detachable seat: fabric on a
steel frame (production models will
be aluminium)
Wheelbase: 110 – 130 cm
depending on rider height
Seat height: 50 cm
Bottom bracket height: 62 cm
Weight: about 20 kg, expected
to reduce for production models
AVAILABILITY
See www.minq.nl or e-mail
[email protected] or alternatively
[email protected]
The Munzo
Bram Smit is a small specialist
manufacturer who likes to cover
areas untouched by other builders.
His most popular products are his
children’s recumbents (rideable
hands-free!) and his separable low
racer. The low racer is particularly
popular for its compact design
and easy (and free in Holland!)
transportation in trains or car boots.
The low racer is front wheel drive,
and customers have found that the
very short chain is well positioned to
avoid picking up much grit and road
dirt. Another key feature of Bram
Smit’s bikes is his affection for a very
narrow U-shaped handlebar.
Inspired by the ‘Ligflits’ design,
Bram decided to make a low racer
with a reversed forks to give an even
shorter chain, and a chain pulley
that was further forwards, hoping to
solve the problem of the rider’s knees
hitting the pulley. There should also
be slightly reduced energy loss in the
transmission, as the chain will pull
round a smaller angle at the pulley.
As on the Minq, mounting a front
derailleur is not possible.
Although the Munzo is already
available commercially at a price of
€1400 – and three have been sold to
date – Bram acknowledges that the
development process is ongoing, and
future upgrades are likely.
ABOVE: The Munzo is a very low
BELOW: Narrow U-shaped
FIRST IMPRESSIONS
bike with seat height of just 20 cm
handlebars are a Bram Smit
The Munzo low racer is quite a
contrast to the Minq. It has very
narrow handlebars and a very low
seating position. Only the indirect
steering, using push/pull rods and
rose joints, is similar.
There is just a single rollerbrake on
the front wheel. This makes dividing
the bike into two sections a piece of
cake, as there are no cables running
from front to rear.
The seat is relatively close to
the front wheel. This means no
interference of the cranks with
the wheel and more weight on the
front wheel, but the disadvantage
is that the drive-side chain has to
be diverted over a pulley with some
loss of power. The telescopic boom
guarantees plenty of weight on the
front wheel even for taller riders.
Bram found that in practice a fork
angle of about 80 degrees gives the
best handling. He also says that his
U-bend bars have good ergonomics
(no stress on the wrists) and good
aerodynamics (elbows tucked close
to the body). The bars also offer
an unimpeded view and no knee
interference.
(around 8 inches).
trademark
BELOW AND ABOVE RIGHT: The
BOTTOM: Pulleys direct the chain
frame splits below the seat, and
drive down the reversed fork
with no cables connecting the two
system. The chain does twist
parts they can simply be pulled
as you steer but this causes no
apart for transport or storage.
problems at all in practice.
bike in town, but that is probably
more because of the very low seat
height than anything about the fork
geometry.
After a few minutes I found
out that as with the Minq, hard
pedalling evokes no significant
steering reaction at all. Again hats
off (chapeau) to the builder! And
unlike the Minq, twitchiness or
nervous steering is totally absent.
The steering feels rather heavy
and stable, which I value as a good
thing. I also agree with Bram that
experienced cyclists turn by shifting
their bodyweight rather than by
turning the bars.
The (adjustable) rear suspension
provides good comfort. Even on
poor surfaces the Munzo is easy to
ride. But I was not so enthusiastic
about the front brake. Performance
felt rather poor and the cooling disk
made annoying noises.
On sharp turns particular attention
is required because the front wheel
can easy hit the inside of your upper
legs. But contrary to what many
would think, twisting of the chain is
not an issue.
The Munzo has eight gears, which
is enough for flat conditions in the
Netherlands. Here too I had no
problems with the chain or pulleys
when cycling.
This prototype seems rather heavy
to me. The front part especially
seems over-generously dimensioned,
and the joint/separation point on the
frame will also add a few pounds to
the weight of the bike.
Technical specifications
Frame: aluminium
Steering: aluminium
Front and rear forks:
cro-moly steel
Seat: Optima hard-shell type
(different sizes available)
Wheelbase: 117 cm,
Seating height: 22 cm
Bottom bracket height: 49 cm
Weight: about 16 kg
THE RIDE
Sitting in the Munzo really means a
long descent! With a seat height of
just 20 cm this really is a very low
racer. I must admit that it took a
little while to feel at ease with this
AVAILABILITY
Contact Bram Smit at FastFwd in the
Netherlands: Email [email protected]
or see www.fastfwd.nl
FINAL THOUGHTS
Will these bikes provoke a
revolution in the recumbent
market? I am not so sure, but for
front wheel drive enthusiasts,
reversing the front fork certainly
offers some compelling advantages
and, compared to ‘normal’
front wheel drive, no important
disadvantages.
Both bikes have some strong
features and innovations. The
Munzo has the unique separation
feature, and the Minq has its
direct chainline and the ingenious
detachable seat.
Although I’ve never actually
tried them in hilly terrain, I would
hesitate to choose either of these
bikes for cruising the Alps. As a tall
rider I would be concerned that the
Minq might run out of front wheel
grip on steep ascents and that the
Munzo would fall short in braking
power and gears.
Although ride quality (handling)
and performance of these two
prototypes is by no means superior
to rear wheel drive production
bikes, the short direct chain is a big
benefit. The theoretical advantage
of lower weight is not exploited on
these two bikes, but the potential
certainly remains.
Interesting ideas for further
development could include using
the Rohloff Speedhub, perhaps with
a totally enclosed chaincase, trying
monoblade front forks, using the
system to build compact folding
recumbent bikes, and using it in
a bike with 26" wheels. Perhaps it
could also be useful for a two wheel
drive recumbent tandem? It’ll be
fascinating to see what comes next!
Frank van der Laan
Frank van der Laan is a long-time
recumbent rider. He also wrote about
traffic planning in the Netherlands
for us in Issue 9, compiled our fourway velomobile review in Issue 14
and, with Bert Hoge, wrote the Rotor
cranks test in Issue 19.
Bauke Muntz developed the original
‘Ligflits’ and worked with both Minq
and Munzo designers: see more
about this and other projects at
www.bmconcepting.nl
23
PRO D U C T R E V IE W
SINCLAIR A-BIKE
REALLY A BIKE?
THE RIDE
As I’m slightly over the weight limit
I rode the A-bike a little bit myself
(carefully), but also lent it to several
cycling friends as well. Reactions
were not generally positive I’m
afraid, but with lighter and shorter
riders somewhat less scathing than
heavier or taller ones. We tried it away
from traffic, and nobody was really
confident enough to try it in town.
The designers do say that this is a
short-hop bike, for journeys under
two miles, and it’s not comparable
in weight, size or price with ‘proper’
folding bike. And also that it shouldn’t
be condemned after just a few
hundred yards’ ride, as confidence
grows with riding experience.
That may be so, but there’s no
denying the bike is seriously
compromised. There’s a certain level
of performance any bike must reach
to feel safe in traffic, and I’m not sure
the A-bike makes the grade.
The main problems seem to be:
The Sinclair A-bike promises
unprecedented low weight and a tiny
fold for just £199 – is it a folding bike
revolution, or a compromise too far?
We ride one to find out.
BACKGROUND
Sinclair Research seems to have a
fascination with personal transport,
and the A-bike is the latest in a
line of ‘pushing the envelope’
designs. It’s Alex Kalogroulis who
is credited as the designer rather
than Sir Clive Sinclair himself, but
the Sinclair name is undoubtedly
key to the marketing and (probably)
finance. Distribution is via a ‘gadget’
company, Mayhem UK.
Ours came with a carry bag with
shoulder strap, free when ordering
online or £15 otherwise. That is the
only accessory as we go to press.
The bike itself costs £199 including
shipping to the UK. Contact
Mayhem to enquire about options
for trying the bike, and you can also
buy direct from them.
FIRST IMPRESSIONS
The bike arrived in a promisingly
tiny box, and I carried it home
poking out of the top of a single rear
pannier – it’s that small. Unpacking
it reveals a super-tidy folding
package, all chunky dark plastic and
shiny aluminium. It looks great.
After a quick glance at the
instructions it was unfolded
(details later) to the characteristic
‘A-frame’ shape after which it’s
named. Everything is tidy and very
‘designed’. I dread to think of the
cost of the tooling to make all those
plastic mouldings… they’ll need to
sell a lot of bikes to win that back.
Looking at the A-bike as a bicycle
rather than a design artefact does
raise a few concerns:
24
 The sticky steering: there are no
bearings, just aluminium turning
against plastic. So it’s not smooth,
and the narrow bars don’t promote
stable control. This gets worse for
heavier riders. However, when I
tried a newer production model at
Eurobike it did seem smoother...
 The flexible frame. It’s just not
rigid, so pedalling or handlebar
motions provoke frame flex, affecting
the steering and just feeling wobbly.
 The saddle. For all who tried it,
male and female, the pressure is just
in the wrong place.
 The band brakes – these arrived
set up so loose as to have practically
no effect. When tightened to give
some ‘bite’ they were then worryingly
abrupt, especially on a bike with few
reserves of stability.
 The double-stage drive,
combined with the very small wheels
and flexible frame, didn’t make for
an efficient-feeling ride. The gearing
gives a 40" gear, which is about right.
 The tiny wheels are sensitive to
poor surfaces, and rough textures are
almost worse than potholes, which
you can usually steer round. But they
do roll over moderate bumps OK if
you keep your weight forwards.
All of the problems seemed worse
for heavier riders: perhaps the low
weight and size means the bike is
simply under-designed for large
people. The 85 kg limit is just that,
an absolute maximum, and perhaps
a ‘recommended weight’ of 60 kg or
even less might be in order. Maybe
it would be ideal for children?
CONCLUSIONS
It’s a triumph of industrial design,
and a super-compact folder. But
it’s also a seriously compromised
bicycle. The lighter and shorter you
are, the closer it comes to being
useful – taller and heavier riders
won’t really find it practical.
Could it be really useful for short,
light riders? I’m not so sure – it’s
hard for me to say. If you need a
short-haul bicycle, need to carry
little or no luggage and can live
with the ride then it is a uniquely
small and light bike – practical on
underground, buses and for flying
to a degree other folders just can’t
match.
I must applaud the designers: they
have made a wonderful folder but
it’s a flawed bicycle. I really wanted
it to work – it’s so clever and neat,
and cheap too. But sadly, for me
(as a tall person), it would just be a
gadget rather than useful transport.
For others, who knows? Indeed,
there is one chap (slight in build,
not very tall) in York who’s bought
one, likes it and uses it around town
to keep up with his wife on a Dahon.
Peter Eland
AVAILABILITY
Mayhem: Tel 0870 766 8498 or see
www.a-bike.co.uk
THE FOLD
The A-bike’s folding system is really very good,
and quite flexible. You can do the various stages
in several different orders, and it’s very hard to
get stuck or to do any damage. The assembly
sequence (not shown here) is simply the reverse
of the fold.
RIGHT: Sit too long on that
saddle and you might just need
first aid – and a taxi...
1 Press the button in the middle of the cross-
ABOVE: Band brakes are fitted.
 The 6" wheels do look awfully
small. They have pneumatic tyres
with a curved valve stem tucked
up inside the rim. They should be
inflated to 90psi. I found a shock
pump (for air suspension units)
ideal – and none of my other
pumps would fit. Each wheel has
a tinny-looking band brake plus
reflectors crammed in each side.
 The saddle is just weird,
and the shape is clearly the
result of its place in the folding
sequence rather than any notion
of comfort. The seatpost also
has fairly limited extension, so if
you’re approaching 6' tall you’re
likely to run out of adjustment.
And the taller you are, the more
you’re sitting right over the back
wheel – a recipe for wheelies.
 The stem is clearly marked with
the rider weight limit: 85 kg. That
includes any luggage you may be
carrying on your back.
 The brake levers are flexible
plastic and are fixed at (for me) an
uncomfortable angle on the straight
handlebars. One incorporates a
‘ping’ bell.
But on the plus side, it is
extraordinarily light: our scales
agreed with the claimed 5.7 kg. It’s
also a very neat package, and the
stem makes a convenient grip.
A female friend picked up the
folded package and said that while
she’d found other folding bikes just
too heavy and awkward to carry,
this one would be fine.
beam and lift it up, so that the two sides swing
together. They click together easily if you give the
motion a little momentum.
2 Undo the two quick-releases on the main
frame.


3 Now the tricky bit! There are four buttons
to press, two on each of the main uprights, all
of which need to be pressed in so that you can
collapse the frame. There’s a knack to getting the
motion started by pushing the buttons downwards
as you press them in. As the frame collapses the
support for the saddle folds down automatically.
4 Now turn the handlebars round so that the
stem faces backwards. Release each handlebar
end by pressing the little lock ball on the top of
the stem part, and pull out.
5 Finally, fold the pedals by lining them up with



the crank, pushing in and pivoting.
25
PRO D U C T R E V IE W
KRONAN CITY CYCLE
CROWN YOUR COMMUTE
BELOW: the large rear rack doesn’t fit normal
panniers, but Dutch-style double panniers fit
perfectly. We review two sets on page 35, one
from BlingBlingBikes, as pictured below, and
The Kronan is derived from a 1940s
Swedish military bike – but it’s promoted
as a practical city cycle. We tested one to
see how it fares on the urban battlefield.
another set from Clarijs Covers. Extra loads
such as a bag of compost fit easily on top.
OPPOSITE BELOW: The Kronan is available
in colours including striking red, as on
this older model owned by Andy Scaife of
BlingBlingBikes.
BACKGROUND
Kronan from Sweden launched their
modern ‘variant’ of a 1940s military
bike back in 1997. Kronan UK in
London now import the bike and are
distributing it both direct and via
some dealers.
We tested a standard town bike
model in black (blue, white, green
and red are also available). There
are gents and ladies frames, but
each only in a single size. Both
are available as single speed or, as
we tested, with a three speed hub
gear. Accessories available include
a rather splendid ‘butcher bike
style’ frame-mounted front carrier
rack (£25) and a frame fitting
wheel lock (£25).
Our bike was sent direct from
Sweden, so didn’t benefit from any of
the tweaks or checks a dealer would
perform before delivery. A pump to
fit the holder under the rack is also
normally supplied as standard but
wasn’t present on our bike. The price
in the UK is £399 including delivery.
prefer anonymity it’s easily removed.
The frame and fork are both made
in ‘high-tensile steel’ – in other
words, not a very high-strength
grade of steel, so they need to use a
lot of metal for strength. That helps
explain the overall weight of around
23 kg (!). No complaints about the
welding or workmanship.
The ‘if possible, use solid
steel’ philosophy extends to the
components. Stainless steel for
the seatpost and stem is a great
idea as they should be relatively
seize-resistant. Both components
also have a lovely satin finish and a
huge adjustment range: there was
plenty of movement left after fitting
me at 6' 2". The handlebars are also
chromed steel, with nice shaped
grips and a dinky ‘twist’ bell.
The single brake lever, controlling
a SRAM drum brake in the front
wheel, was mounted on the left. A
dealer would normally swap it over
to the right-hand side in line with
the UK convention. The twist-grip
for the SRAM three-speed hub is on
the right. The hub gear incorporates
a back-pedal or coaster brake.
The wheels are a strange size: 54584, also known as 650B or 26 x 1½.
It’s a reasonably current standard
mostly used in continental Europe,
so tyre supplies shouldn’t be too
problematic. The ones fitted are
‘Rubena’ and marked ‘Max inflation
35 psi’ (around 2.5 bar) – although
the manual says 50 psi. That’s not
a lot, so expect more comfort than
speed. Incidentally the Ladies’ frame
uses the more standard 28" (47-622)
wheel size. Like everything else the
wheels are solidly built with stainless
steel spokes and black-painted
stainless steel rims. Woods valves are
fitted to the tubes, continental-style.
Also fitted at the front wheel is a
basic-looking Basta bottle dynamo
wired to a traditionally-styled 3W
FIRST IMPRESSIONS
This is a big black bike – the sort of
bike you’d expect to see under the
village bobby in some stereotypical
English village. A traditional bike,
with some dignity. Ideal for the vicar
or perhaps, in its sombre black, for a
funeral director.
On the other hand there’s another
Kronan in York which is painted red
– and the effect is quite different,
more continental hippy than pillar
of the establishment. In any colour
it’s a striking bike.
Adding to the effect are the chunky
black tyres, the severe straight lines of
the frame and carrier and of course
the distinctive number plate on
the back. It’s a nice touch, but I did
sometimes worry about giving the
authorities ideas… in any case, if you
26
front light. The spring to guide the
dynamo cable is a very neat touch.
It did strike me that a higher-end
dynamo, perhaps one of the highefficiency types, might be good.
Apparently Kronan UK are now
looking into a hub dynamo option.
At the back, lighting is handled by a
small battery light firmly attached
to the very solid metal mudguard,
and protected by some neat stainless
steel hoops. Both mudguards have
stainless steel stays.
The rear carrier rack is a splendidlooking affair, with a huge flat load
platform and two spring-clips to
hold stuff in place. But I couldn’t
help thinking that given the amount
of metal employed they could have
come up with a more rigid structure.
There’s no triangulation, and very
little sideways rigidity, which
perhaps explains its rather timid
20 kg rating. Some sway was
noticeable when fully laden. Also
note that few pannier hooks will
fit over the 20 mm side rails of the
rack, so you’ll need to use ‘double’
panniers like the Clarijs Covers bags
tested elsewhere in this issue.
27
PRO D U C T R E V I E W
Beneath the rack is a rather
baffling steel tube, complete with
solid aluminium plug, tethered by
a short chain and held in place by
a spring-loaded plunger. Yes, it’s a
pump-holder… and possibly discreet
(or scary) enough not to invite theft.
But couldn’t they make the end-cap
lockable?
Looking down to the transmission,
nice rubber-surfaced pedals turn a
lovely shiny (solid steel of course)
chromed single-ring 170mm
crankset. A hefty steel chainguard
protects the upper run of chain. Pity
it couldn’t be a full chaincase – I think
we’re past worrying about the weight
at this point. But it’s lovely to be
able to ride without worrying about
tucking trousers into socks – the
guard offers plenty of protection to
keep things clean and avoid snags.
The men’s version has 46 – 19
gearing, which with the SRAM three-
KRONAN CITY CYCLE
speed hub gives ratios of around 49",
67" and 91" – way too high for my
taste. The ladies version has a more
sensible 44 – 20, giving 44", 61" and
83". It shouldn’t be hard to lower the
gearing – and you’d definitely want to
if you tackle hills regularly.
Rounding off the very full
equipment is a good sturdy stand
which folds up next to the chainstay.
Guess what it’s made of? Yes, it’s solid
steel!
THE RIDE
The riding position on the Kronan is
upright and relaxed. There’s a fairly
soft and wide saddle to take most of
the weight (it’s the suspended type,
with steel springs), and this leaves
the wrists holding little of your
weight. The angle of the bars and
the soft grips keep the wrists straight
– I found it a very comfortable and
ergonomic position.
Set off and the bike’s weight
becomes apparent: it’s by no means
nippy. But once going it rolls along
nicely, the soft balloon tyres, long
wheelbase and wide saddle making
for smooth progress. Steering is
stable and steady.
The twist-grip gear shifter had a
light, positive click action, but as
expected I found the gearing way
too high, and rarely troubled top
gear. The bike does respond well
to climbing out of the saddle, with
plenty of rigidity to push against.
The SRAM drum brake on the front
wheel performed very similarly to
the Sturmey drums I’ve been testing
recently – good reliable performance
and perfectly adequate most of
the time. But in a full size wheel
both just lack ‘emergency stop’
power. Incidentally Sturmey told
me that their millions of ‘everyday
cycle user’ drum brake customers
TOP LEFT: A very long
BELOW: The chromed
rear rack, with useful
steel bars put the hands
spring clips, but not as
in a natural, relaxed
rigid as it might be.
wrist position, while the
stainless stem has a huge
BOTTOM LEFT: A spring
guides the dynamo cable
very neatly up to the
front light.
adjustment range.
on the continent actually prefer a
‘moderated’ brake so they can’t be
thrown over the bars. Well, maybe,
but that’s not my preference.
The back-pedal brake can stop you
well too – so long as the rear wheel
has grip. It takes a while to get used
to one if you’re not a coaster brake
regular – there’s a knack to braking
to a halt and leaving the pedals in
position to set off again. With such
a brake, of course, you can’t pedal
backwards to position the pedals.
But like the front hub, it’s a nomaintenance item and unaffected by
the weather.
Finally a note about that stand:
unlike some I’ve tried it really did
support the bike reliably even with
a full pannier-load of shopping on
board. Top marks.
T W- B E N T S P B - 1 6 8 - I I
PRICE BUSTER BIKE
TW-Bents in Taiwan make some very
affordable recumbents, and they’ve been
popular in the US for some time. Now they
have a UK importer, and we take a first look
at their £595 two wheeler, the PB-168-II.
THE RIDE
It’s an easy recumbent to ride, and
the wide bars give stable, lightaction steering. It seemed to roll
along rather nicely on the flat, too.
The brakes aren’t anything special
but worked well enough. I rather
liked the seat – it felt supportive and
comfortable, without generating too
much of a sweaty back. But a woman
rider who tried it felt the seat was a
bit skimpy at its base, leading to a
feeling of slipping off.
That brings us to the main problem
with the bike we rode – the creaky
seat, which would groan away at any
shift in your weight. The seat base is
attached to the main frame by two
countersunk Allen bolts which simply
go straight through the fibreglass
seat, no doubt rather straining it due
to the concentrated loads. They also
offer little sideways rigidity: grasp
the top of the seat and a handlebar
end and twist, and the bike flexes
and creaks alarmingly. PMS/TW
are modifying future seats to have
a reinforcing metal plate at the
attachment point: this should help.
SUMMARY
Usually with bikes, the more you pay
the less you get. But the Kronan is
unapologetic in its use of solid steel
for everything, and you certainly
get a lot of metal, and quality
throughout, for your money. If you
can live with the weight, the result is
a bike which does feel it will last and
last. It rolls along with dignity and
in distinctive, traditional style at its
own pace. It’s a super-comfortable,
upright ride.
You could certainly get a lighter
bike with better gears and brakes for
£399 (but remember to also include
the cost of quality mudguards,
rack, stand and light). Anyway, you
have to take the Kronan on its own
terms: it is what it is, and it does
that well – optimal performance
isn’t a priority for everyone. There’s
certainly a place for such a cycle:
perhaps for the many riders of an
older generation who treasured
their long-lasting ‘black things’ and
regretfully say “They don’t build
them like they used to.” They do
now, and perhaps a new generation
will learn to love them too.
Peter Eland
AVAILABILITY
Manufacturer: Kronan. Tel +46 8694
7282 or see www.kronan.com
Importer: Kronan UK: Tel 0207 688
3211 or email kronan.import@
blueyonder.co.uk
28
PRODUCT REVIEW
SUMMARY
BACKGROUND
FIRST IMPRESSIONS
Andy Oliver of ‘PMS’ in Nuneaton
is importing two short-wheelbase
recumbents and one trike from
TW-Bents, and he launched the
range at the York Cycle Show in
June. We took his display sample
of the PB-168-11 (they could
do with some snappier names!)
for a ‘first look’ review. The
specification hadn’t been finalised
when this bike was built, and
production versions will use many
different components. The other
(suspended) bike, the PB-933, costs
£805 and the trike (TW-TRIKE-1)
costs £999. We’ll test the trike in a
future issue.
All prices include VAT but not
delivery, which is typically £25 or
£30 for the UK. As we go to press
no accessories were confirmed.
The PB-168’s frame is made simply
in cro-moly steel. There’s no choice
of colours just now but the yellow
is striking and smart. The seat is
neatly padded, with a ventilation
and pressure relief gap for the spine.
It’s angle-adjustable, but the range
is rather small. A neat (prototype)
accessory bag hangs off the back of
the seat, and there’s a curved headrest. It’s good to see eyelets ready to
mount mudguards front and rear
and these will be fitted as standard. It
would also be easy to fit a rear rack.
There are bottle cage bosses on one
of the seatstays which you can reach
when riding, though fingers do come
a little close to the spinning spokes.
The curvy under-seat handlebars
rather spoil the purposeful lines of
the bike to my taste, and spread out
to 70 cm in all. Our bars were fitted
with modified bar end shifters – a
strange choice meaning the gears
were friction-shifted rather than
indexed. I understand production
machines will use SRAM twist
shifters. A standard mid-range
triple-chainring derailleur
transmission is fitted.
The bike comes with a good set
of wheels with smart black spokes
and rims, with Kenda Kwest 20"
(406) and 26" (559) tyres. V-brakes
act on both wheels.
Overall weight as tested was 14.4
kg, but this will no doubt change
when production components are
fitted. The light fittings pictured
are prototypes, and the awful
stand, made of cheese-grade
metal that bent at the slightest
provocation, will also be replaced.
With a little development this could
be a very attractive bike. The frame
has all the fittings you’d need to
set it up for touring or commuting,
and it handles just fine. There aren’t
really any deal-breakers once the
seat issue is fixed.
It’s a promising start for TW-Bents
in the UK. PMS have responded to
our criticisms very positively and
improvements are expected for
production machines.
The price is certainly very
attractive, but the PB-168 will face
competition soon as the 999 Euro
machines from mainland Europe
become available. For now though,
it’s alone at the super-affordable
end of the UK market.
Peter Eland
AVAILABILITY
TW-Bents: see www.recumbent.com.tw
PMS: Tel 02476 329 841 or see
www.uk-recumbent-bikes.com
29
PRODUCT REVIEW
DRAFT LONGSEAT HANDCYCLE
DRAFTING IN THE LAKES
Andrew Chamings reports on an exciting
new UK-made handcycle, the Draft
Longseat – and puts it to a gruelling test
in England’s Lake District.
There’s been a bit of a shortage of
performance handcycles made
in the UK in recent years: most
racers and touring handcyclists
have been using machines from
Germany, the US and elsewhere. So
when Draft Wheelchairs, based in
Godmanchester in Cambridgeshire,
came out with a handcycle to go
along with their existing racing
wheelchair line-up it excited some
interest in UK handcycling circles.
Despite testing the titanium
Kettwiesel handcycle a few years
ago (see review in Velo Vision Issue
14) I still ride my ageing Varna 2
handcycle from Canada, as I’ve yet
to find a competitor compelling
enough to replace it. Could the Draft
handcycle be the one?
FIRST IMPRESSIONS
I tested a pre-production prototype
of the ‘Longseat’ model. The
extended wheelbase should enhance
high speed stability and also improve
the weight distribution so that there’s
more load (and hence grip) on the
driven front wheel. A planned trip to
30
the Lake District would put that to
the test on some steep climbs.
The bike is very light at 13.5 kg.
It has a striking metallic green
paintwork with a durable-looking
powdercoat finish. It looks long, and
it is long – and with the triathlonsized (650C, 23-571) wheels it is
much larger overall than my Varna.
The length does makes it very unmanoeuvrable, to the extent that if
you miss the turning to the pub, tea
shop or even a tight racing corner
you had better pick your moment
carefully before carrying out the 33
point turn required. Does it really
need to be this long, I wondered?
Enquiring at Draft revealed that the
bike will be sold as a ‘custom’ model,
so it will be possible to have a shorter
frame to improve manoeuvrability if
preferred.
There are very many adjustments
to the seat angle, to the bucket and
to the distance of the seat from the
cranks, which should mean it can
fit a wide range of riders. The foot
rests can also be extended to cater
for leg length. You won’t adjust the
31
PRODUCT REVIEW
straps in a hurry though, and Velcro
in too many places is bad for my
hypertension. And beware the rear
horizontal bar on the seat – it gets
your coccyx too easily and you might
well find you bottom out on the
central tube under the seat. How
about covering the seat in Pertex? It
dries faster and is lighter.
One particularly clever idea to
overcome the problem of riders
having shoulders of differing width
is to abandon a cycle bottom bracket
for the cranks, and to use a headset
instead. In this way the width of the
cranks can easily be altered. It’s the
combination of crank width, crank
length and distance between handles
which determines whether or not you
can continue cranking round corners.
I could not on this machine, and when
going backwards, as I often do to turn
round, there was a danger of trapping
my leg between the handle and the
seat – “Ouch!”, or words to that effect.
But a change of cranks and some
tweaking to fit should sort that out.
A very nice Hope front hub was
fitted to my machine with an
Avid hydraulic disk. The 27-speed
mountain bike gears were controlled
with thumb shifters. Although the
triple chainrings give a wide range I
did not even try to use the big one,
and getting to the lever took a bit
of getting used to. A lower gearing
range could be specified when
ordering. The front end has been
designed to accommodate a Shimano
Nexus or Rohloff hub as options, and
it will accept a mudguard too.
Any niggles? I had some worries
that too much energy was being
soaked up by the seat, and after
a couple of rides one of the back
strap bolts flung itself loose and
disappeared in the bushes. One
rear wheel also worked loose during
a ride. There is also a continuous
hollow tinkle amplified through the
frame which I couldn’t track down.
Finally, where does the front light go?
THE RIDE
What about riding the machine?
The length may have made turning
awkward but the long wheelbase
and the large wheels combine well to
give a comfortable ride that soaks up
the bumps of most road surfaces.
The problem of not being able
32
DRAFT LONGSEAT HANDCYCLE
to crank while turning corners did
cause difficulties: I nearly missed my
ice cream after flogging up Garrowby
Hill to the Yorkshire Wolds – about
a mile and 1 in 6. Fighting road
camber was also frustrating at first
as the bike headed towards the ditch
at every opportunity. This problem
was later much reduced by fitting a
stiffer steering damper.
But later, riding on the open, twisty
upright rider. The Draft allows good
acceleration which I guess is partly
due to the light weight.
So I was surprised to find that the
Draft did not seem to roll any faster
than my Varna. Unscientific testing
– freewheeling downhill side by
side – the higher Varna kept pace,
even with a heavier total load on the
Draft. And on my normal evening
run of 15 miles or so I could only
they tilted like that from habit and
wheelchair history? Certainly the
manufacturers of pedal recumbent
trikes seem to disagree with the
handcycle world about this.
CONCLUSIONS
It is great to see that a British
company has finally stepped up
to meet the needs of hand cyclists.
There are many well thought-out
aspects to the design, the weight
is excellent and there are plenty of
adjustments to help individuals
get a good fit. An impressive first
handcycle from Draft.
Will it replace my Varna? Not this
prototype I tested, but I’ll be keeping
a close eye on the production
machines which follow.
Andrew Chamings
and sometimes narrow roads of the
Lake District I found some new ways
to crank, and from then on I didn’t
really have a problem. Later rides
with 200 mm cranks instead of 180
mm were even more comfortable,
and felt faster too.
I got up Honister Pass without a
pause and going up the long side of
Whinlatter Pass was also mostly an
enjoyable puff. Even in the higher
ratios forced by the wheel size I
could keep on turning. Going down
was a dream when I learned how
to lean over hard to pull round the
bends. Not at a great top speed,
but a very secure feeling. My friend
Alan got it up to 43.8 mph and said
he also found it extremely stable at
speed.
On the descent of Honister there
was a moment of distress when the
disk brake lever pulled all the way
in with absolutely no effect. Those
of you who know the terrain will
appreciate that the black seat came
close to changing colour. I guess
the brake fluid had boiled. I readily
located the rim brake under the seat
and it worked fine. Many people
perceive disks to be more reliable
– but don’t rely on one brake and
never rely on a hydraulic disk! Draft
say they’ll now fit much larger 185
mm disks for this kind of riding.
On my first trip out the tail wind
must have been deceptive because
I found myself spinning nicely
and chatting at 19 mph behind an
just match my normal times of 70-75
minutes, although of course I’m
more accustomed to the Varna. So I
cannot really say for sure whether it
is faster or not.
It did make me wonder – do
handcyclists really get any advantage
from cambered wheels, or are
Dan Chambers of Draft
Wheelchairs adds:
I’m glad both Andy and Alan
enjoyed trying the handcycle.
At the moment each cycle is made
individually, so pretty much anything
is possible. We’re building in batches
of five or so, not getting hundreds
made in Taiwan, so there shouldn’t
be much ‘design inertia’, but we are
aiming to have two standard levels,
priced at £1995 and £2300. The
difference will be nicer equipment
(e.g. hydraulic rather than cable
disks) and a little more choice of e.g.
double or triple chainrings. Both will
have a choice of three seat types,
two seat widths, 180/200/220 mm
cranks, parking brake, six standard
colours.
Then there will be the mix and
match option for the more choosy,
with SRAM XO, two carbon seats,
Corima carbon wheels, tubs,
aluminium cassettes etc. These would
all have any combination of two front
ends and three lengths of rear end
depending on seating position and
Many thanks also to photographer
Simon Jobson and to Alan Grace for
his help in compiling this review.
AVAILABILITY
Draft Wheelchairs: Tel 01480 451247
or see www.draftwheelchairs.com
disability. The whole project is very
modular and adaptable. And there’s
always the full bespoke approach.
Our customers tend to be too varied
not to offer this option!
I’m a great fan of camber for
alignment, stability, ergonomics,
aerodynamics and good looks, but
the trend does seem to be for far less
than the 11 degrees on our prototype
so we’ll probably have options of 2
and 6 degrees.
Clearly we’ll have to look into the
seat structure and material. Then we’ll
make more leisure/touring options
available: bags, mudguards, flags,
lights, pannier racks, bells, fatter tyres
and 559 rims etc. It is becoming
clear that the leisure/touring user
is also calling out for a good, light,
and customisable handcycle, but
so far our development has been
aimed at the racing user. Chris
Madden, who has done much of the
development, is one of the top 20
racing handcyclists in Europe, but
I’m a far more casual Audax/CTC
ex-framebuilder kind of a bloke
myself, so I should know better!
A BIKE WITH BOUNCE
Sue Holden, Flo and Bobby test the
Like-a-bike Jumper, which with its
suspension and extra features promises
a ‘high end’ alternative to the Islabikes
Rothan scooter reviewed last issue.
BACKGROUND
The Likeabike range of no-pedal
learner bikes has, until now, been
wholly a wooden affair; instantly
recognisable scooters with a very
wholesome feel to them and
credited with launching the whole
idea of pedal-free ‘learner bikes’.
Now the German manufacturers,
Kokua Holzspielzeug, have recently
introduced the aluminium ‘Jumper’.
When the Likeabike importers saw
the Islabikes Rothan review last
issue they insisted that we should try
theirs too – they say it’s better, so we
had to find out!
THE TEST BIKE
The Jumper is designed by Kokua but
made in Taiwan by Dahon. It has an
aluminium frame, forks and rims,
Schwalbe Big Apple tyres, a leather
saddle, and weighs an impressively
featherlike 3.5 kg. The main body
is silver, and there’s a choice of six
colours for the forks, ours being
metallic blue. The Jumper also has
two unusual features. First, a steering
limiter to prevent jack-knifing, and
second, adjustable rear suspension
via one of two orange plastic inserts
to suit children of different weights.
It also comes with two seat posts,
for children of different heights, and
with the tools to assemble the bike,
though not to swap the seat posts (a
matter of just another Allen key). The
bike costs £110 and is available from
a network of dealers.
FIRST IMPRESSIONS
The Jumper arrived in a rather lovely
bespoke box, ready for some simple
assembly, which was clearly explained
in the accompanying instructions. It’s
a very good looking bike – sturdy and
yet sleek. More pleasing in terms of
being noticed is the reflective trim on
the tyres. The only naff aspect is the
protection pad which Velcroes over
the headset; too flimsy to give much
protection, and often slipping out of
place. Once it was put together the
fight to ride it began!
THE RIDE
Three year old Flo immediately rode
the Jumper with ease, as she has
become a proficient scooterer on her
Rothan. Of course, she was most put
out when I switched the seat post and
suspension to suit her older brother
Bobby and his peers. In this set-up,
the bike was quickly appropriated by
five year olds who cannot ride bikes,
but who wanted to join in. Despite
being rather too big for it, three
children who borrowed it are now all
riding bikes with pedals. One of them
calls it the ‘magic bike’ as, through
just one hour’s play, it transformed
her from someone desperate to ride
but unable to do so, to being a fullyfledged cyclist.
What of the special features? With
regards to the suspension, it’s hard
(as an adult) to gauge how much
effect it has on the ride. You can
certainly see the give as the bike
is ridden down curbs, so it must
smooth out the bumps, but after
Bobby had ridden the Rothan and
then the Jumper up and down the
cobbled alley, he would only vaguely
state that the Jumper was ‘perhaps a
bit more bouncy’. A minor problem
is that the suspension inserts are
not labelled, so it is possible to get
confused about which one is which.
As for the steering limiter, this
patented technology is simply a
strong elastic band which prevents
the handlebars from being turned
through more than about 130
degrees, and which ensures that
they always return to their central
position. Despite the resistance
it produces, it does not interfere
with the steering, but does stop the
handlebar from twisting round too
far. This is an advantage for children
when picking up the bike and setting
off (the handlebar is automatically in
the right position), and when leaning
the bike against something (it can’t
twist and twizzle over). However, the
professed function of the steering
limiter is not to improve ease of use,
but to prevent accidents caused by
jack-knifing; I can see that it would
work, but as neither of my children
have ever had such an accident,
I can’t say whether such a safety
mechanism is required.
CONCLUSIONS
This is a very light good quality
bike for children aged from three
up to five (but not beyond, I would
suggest). It looks fantastic and rides
well, and has the great advantage of
being able to accommodate older
children, with the two seat posts
giving seat heights of 35-38 cm and
42-45 cm. However, when compared
to the Rothan with a seat height of
30-35 cm and a narrower handlebar,
it is less suitable for tiddlers. The
only objection I can think of is the
price, £110, which places it at the
top end of the no-pedal bike price
range (topped only by the wooden
Likeabikes). The Rothan was just
£65 plus £12 delivery, so quite a
difference.
As for the wonderful method of
learning to balance on two wheels,
witness the explanation of one lad
who had been struggling to ride his
normal bike, but was within a couple
of days able to fly round a hairpin
bend without mishap on the Jumper:
“I didn’t have to do anything, it just
happened. I think my brain must
have talked to the bike without me
knowing.”
Sue Holden
AVAILABILITY
Manufacturer: KOKUA Bikes:
Tel +49 2471 134160 or see
www.likeabike.de
Contact the UK importer for a list of
dealers: LIKEaBIKE UK. Tel 01937
530303 or see www.likeabike.co.uk
33
REVIEWS
REVIEWS
Two pairs of panniers
We test panniers from Clarijs Covers and
Why Don’t You Fly? Back Door
to Beijing – by Bicycle
by Christopher J. A. Smith.
There are some bike odyssey books that
make me want to emulate the rider,
and there are some that make me glad
the writer did it for me, thank you very
much. Christopher Smith’s account of
his 16,500 mile ride across Europe and
Asia is one of the latter, leaving me in
awe of those who do this kind of trip.
This is an account of a trip prompted
by relationship break-up and
redundancy – which could have made
the book a little too self-absorbed, but
didn’t. The author swaps his commute for the open road, with
the intention of completely crossing the Eurasian landmass.
The story skims fairly swiftly across Europe, which puts this
relatively tiny continent into perspective, before starting the
long haul across Asia, taking in the Indian subcontinent, a
couple of mountain ranges and the Gobi Desert.
He captures nicely the scenery and atmosphere of the
places he passes though, the characters of the temporary
companions he picks up along the way and the minor and
not-so minor irritations and setbacks he encounters – for
example his joy at entering India dissolves as he travels, worn
away by the terrifying Indian driving style and the legions of
people who want to practise their English, or simply stare as
he fixes a puncture.
I thought this was a good read – if you are adventurous you
might think of doing the same (there is a handy equipment
list in the back), and if you’re like me, you’ll enjoy the book
and thank your lucky stars you are sitting at home with a nice
cup of tea instead!
The book has maps but no photos – these are instead hosted
on a webpage, which allows more pictures than the book
alone might, and presumably keeps the price down. On the
other hand, I like to have photos to look at as I read, and it is a
shame not to have some for those without internet access.
Sue Archer
To see the pictures, read more, or to order the book (ISBN
1-905203-25-X £9.99), see www.cycleuktochina.com
34
BlingBlingBikes, both a perfect fit for the Kronan
town bike reviewed elsewhere this issue.
In the UK we like our panniers
separate. Somehow the ‘double
pannier’ design is more continental,
a single unit draping over the top of
the rack with a bag hanging down
each side. Such panniers are often
meant to stay on the bike semipermanently.
With the Kronan’s rack unable
to accept my usual panniers, and
a local company, BlingBlingBikes,
importing double-type panniers,
I seized the chance to do a
test. Shortly afterwards a
coincidence led to a contact
with another manufacturer
from the Netherlands, Clarijs
Covers, who have been
making this type of bag since
1948. They sent over a bag to
fit the Kronan, and we had
two pairs to try!
Both bags are made from
waterproof vinyl fabric,
with the Clarijs model
very considerably heavier
and tougher. Both makers
can provide the bags in a
splendid array of colours
(Clarijs also let you choose
panel colours separately),
and this attracts instant
admiration from onlookers.
More than once I was
stopped in the street by
people asking about the panniers
– and where to get them. They really
do brighten up even the dullest
bicycle.
With the fabric completely
waterproof it’s down to the design
and construction to keep the
contents dry, and Clarijs is a clear
winner here. Both bags have
extra flaps on the ‘lid’ to seal the
sides against rain, but while the
BlingBling’s are lightweight and flop
around, the Clarijs ones use the
stiffness of their heavy fabric to stay
firmly in place, forming a good seal.
The seams also seem more solid on
the Clarijs model.
Both panniers drape easily over the
Kronan rear rack, and the two spring
clips hold them firmly in place. The
BlingBling pannier has two small
straps to hold the bottom of the
panniers in against the rack leg. The
ABOVE: The BlingBling
panniers fully loaded.
Clarijs version doesn’t have these,
but the fabric is heavy enough that
they sit flat anyway. Instead it has
two straps which fasten under the
rack. Both systems are a little fiddly
to attach, but you only do it once,
and a thief would find them just as
fiddly to undo.
To keep the bags ‘in shape’ while
loaded up, both have a strap on each
side to pull the top of the bag in
towards the rack. Here BlingBling’s
was slightly more convenient with
a snap-buckle, whereas the Clarijs
model had to be threaded through a
plastic loop. But the heavier Clarijs
fabric and plastic stiffeners mean
that this feature is less often needed.
So how were they in use? The
‘always on’ nature of them is
appealing in its simplicity, especially
to the mechanically-uninclined who
don’t like fiddling with pannier hook
systems. Being able to leave the
panniers securely on the bike when
it’s parked is great: it can be a pain to
carry them round town.
They’re also splendidly easy to load
up: lift the flap and there’s simply a
big rectangular opening into which
to drop the load. No drawstrings
to fiddle with – just drop the flap
and click the buckles shut. With the
panniers in place, full or empty, the
top of the rack remains available for
‘oversize’ loads.
The Clarijs system is clearly much
heavier duty than the BlingBling
model. Its greater weight (around
1.54 kg against the BlingBling’s
1.24 kg) isn’t likely to be an issue on
the type of bike it’ll be used on.
You do need to ensure that you
have plenty of heel clearance if you
use either of these bags. On the
Kronan or a classic Dutch bike it’ll
be no problem, as they have a long
ABOVE: The Clarijs panniers
are solidly made, and plastic
stiffeners mean they keep
their shape well. Rainflaps
are effective and the reflective
wheelbase and long rack set well
back. On an MTB conversion it might
be another matter. Often panniers are
shaped for extra heel clearance: these
aren’t, they’re just plain rectangular!
Clarijs offer six sizes from S (bag
size 28cm high x 33cm long x 14cm
wide) to XXL (as tested, 32cm high x
38cm long x 19cm wide). BlingBling
panniers are 33cm high, 40cm long
and 17cm wide. They also offer a
smaller model of their own design in
a different ‘oilcloth’ material.
Given there’s not much price
difference I’d definitely go for the
Clarijs version, which seems better
all round. But both combine stylish
appeal with real practicality, and are
worth serious consideration as an
alternative to separate panniers.
strips at the back are a
welcome feature.
The BlingBling bags cost £40 plus
£5 post and packing, or £30 for the
smaller models. As we go to press
we hear that BlingBling are also
planning to import the Clarijs bags
alongside their own.
BlingBlingBikes: Tel 01904 671804
or see www.blingblingbikes.co.uk
The Clarijs bags cost from just
under €30 for a one-colour S set
to €55 for an XXL with custom
colours. That’s for direct orders
from the Netherlands, not including
shipping. You can order online (in
Dutch only at the moment). They
speak excellent English if you prefer
to phone or write.
Clarijs Covers: Tel +31 118 596
464 Fax +31 118 596 465 or see
www.clarijscovers.com
Peter Eland
Uni – The Unicycle Magazine
A new magazine for unicyclists
celebrated its launch issue
recently, and mighty impressive
it is too. It’s a fascinating glimpse
into a world of cycling which
rarely intersects with Velo Vision,,
but which shares much of the
enthusiast ethos and a certain
non-conformist attitude. As
the first (as far as I know)
commercial unicycle magazine
it’ll be a welcome focus for the
growing body of unicyclists
worldwide.
Unicycling is shown as a diverse
sport, from off-road riding to road touring to
‘stunt’ riding and jumping. There’s clearly a
vigorous event circuit, and the launch issue
features several reports and a comprehensive
listing. Then there’s interviews with prominent
unicyclists and manufacturers, a tour report
from Taiwan, a report on French unicycling, and
unicycle and accessory reviews. Plus a photo
gallery, DIY technology (adding a brake to
your unicycle!) and more.
With 68 A4 pages in full colour,
Uni is very well presented and I
was particularly impressed with
the standard of the photography.
Congratulations to editor and
publisher Mike Penton and his team
for a very professional launch issue.
The next issue is out in October
2006, and is to include reports on
the Schlumpf unicycle hub gear,
the descent of a Peruvian volcano
and more. For any reader with even
a passing interest in unicycling I can
strongly recommend giving Uni a try.
Peter Eland
Uni: Tel 07973 815 683 or see
www.unicyclemagazine.com
Uni is published six times a year, and subscriptions
cost £30 (UK), €45 (EU), $55 (USA) and £36 for
any other country. Early subscribers also get a free
calendar and Buff headscarf.
35
READERS’ BIKES
PRECIOUS CARGO
His search for a child-carrier led Jonathan
Ward to the CargoBike from the Netherlands.
So how does this substantial two-wheel
transporter cope with family life?
With a five-month old daughter and a three year
old son, I was on the lookout for a family cycling
solution. Cameron still enjoyed travelling on
his conventional child seat, but I wanted a way
of taking Harriet too. After considering various
trailers or a Burrows 8-Freight, I opened the Family
Cycling Guide in Velo Vision 21 to see a photo
of a happy Dutch mother whisking her smiling
children along in the Amsterdam sunshine in a
beautiful blue CargoBike. I was hooked.
Our CargoBike came from Henry Cutler at
Henry WorkCycles in Amsterdam. He offers it as
part of a huge range of load and people carrying
bikes for any purpose under the sun. The CargoBike is built in two basic configurations, the 2.25 m
long ‘Standard’ model, which seats two children in
front of the rider, and the 2.55 m ‘Long’ which has
room for a good load of shopping or a second seat
36
in front of the first for a third child. I knew even
the Standard model was going to be considerable
trouble to move and store, but after a short
exchange of e-mails Henry quickly persuaded me
that Long was the way to go. Nervously, I agreed.
SPECIFICATIONS
The CargoBike is offered with a range of different
gearing options. Standard is a four speed hub
gear, but five and eight speeds come as options
too. As our part of the Midlands has more hills
than Holland, I opted for the eight speed version
(€1629), which uses the ‘non-premium’ version of
the Shimano Nexus Inter-8 hub gear.
I’ve had an uneasy relationship with Shimano
Nexus hub gears in the past, having tried an Inter7 unit on a commuting bike. I found it horribly
inefficient and abandoned it after a few weeks. My
impressions of the Inter-8 have been much more
favourable. Shifting performance is truly excellent;
from fifth gear (direct drive) up to eighth the hub is
smooth, silent and efficient. Gears four and three
do feel a little bit rough, giving me the impression
that I am sometimes wasting my efforts.
Brakes are Shimano roller brakes front and
rear. Deluxe versions have built in cooling fins,
making them look rather more substantial than
the basic models used on the CargoBike. These
do appear rather puny to stop nearly 200 kg of
bicycle and passengers, but in practice they have
proved effective, once I became accustomed to
their distinctive ‘spongy’ feel. The CargoBike stops
quickly from about-town speeds, but its weight
and the roller brakes mean slowing from a fast
descent with a full load takes quite a distance.
WorkCycles sells a lot of CargoBikes, and they
make a few modifications as a consequence.
These include replacing the standard stainless
steel rear rim with an alloy one, boosting the
width of the excellent Schwalbe Marathon tyres
and upgrading the lighting system. They also
install a good quality quick release together with
a smooth bushing for the seat post to make saddle
adjustment easy on shared bikes.
The cargo box itself comes with a number of
options for child carrying. The basic fold-up seat
has seat belts for two, and I ordered the optional
removable bench seat (€65) to take a third child
in front, so Cameron can travel with two of his
friends. Harriet rides in her removable car seat,
which is installed by removing the second seat.
A special platform installed by WorkCycles (€100)
lifts the seat 50 mm off the floor of the bike to
make enough foot space for the seated passengers
behind. This also has easily adjustable straps with
quick release buckles to make firm mounting
straightforward.
The lights, another WorkCycles modification,
are good quality Busch and Muller units. The
front light has a halogen bulb, the rear a single
bright LED with a standlight capacitor.
As our Cargobike lives outside, I also purchased
a load box cover (€50), principally to keep the
rain off the seats during storage. In practice, this
has proved to be unnecessary. Heavy rain tends
to form in lakes on top of the cover, making it
difficult to remove without getting one’s feet wet.
In fact the marine ply box and seats are designed
to cope with a life out in the rain. The box has
drain holes installed and a quick wipe of the wellvarnished seats dries them off before use.
Bakfiets says that the bike has been designed
to cope with outside storage, and ours certainly
seems to be coping well with the challenge so
far. The fully enclosed brakes and transmission
help here, combined with the excellent quality of
fittings and finish. A waterproof child cover (€165)
is another rain-proofing option.
HANDLING
“Isn’t that really unstable?” This is the number one
question asked by anyone seeing the bike for the
first time. The answer is a definitive no. The low
centre of gravity of the load box really works to
keep everything upright and under control, and
while the CargoBike initially feels peculiar to ride,
there is no sense of it trying to fall over. The riding
position is very upright, unusual for riders more
used to ‘racier’ machines, but the wide sprung
saddle is comfortable in this position.
On the road, the CargoBike provokes reactions
from motorists and pedestrians ranging from
outright ridicule to good humoured surprise.
A bike load of children is greeted with almost
universal approval.
WEIGHT
Weight is a big issue for any Cargobike owner. You
won’t find the weight of the Cargobike mentioned
in its publicity literature. If you buy one, you’ll
have difficulty weighing it yourself. In fact, the
bike weighs 40 kg unladen. How does all that
weight translate in practice? I’ve been pleasantly
surprised. Yes, you have to take hills pretty steadily,
but if you are happy to sit back and twiddle in first,
I found most of the hills near us to be possible,
if strenuous. I’ve even taken both children up a
short stretch of 14%, although I wouldn’t like to
do that all the time.
The weight is really only a problem when the
bike needs to be lifted or handled. We live in a
terraced house with two steps up to the front
door and have to take the CargoBike through the
house to store it in the garden. Such manoeuvring
requires a combination of care and considerable
effort to achieve successfully.
Overall, however, riding an 80 lb bike has given
me a significant insight into just how unimportant
weight can be. Taken at a leisurely pace, the 12 or
so miles home from my office takes around 45
minutes on my carbon-fibre racing bike. The same
journey on the CargoBike (unladen) has taken
me just under an hour at a similar level of effort.
Considering the weight, the poorer aerodynamics
and the bigger tyres, that seems a relatively small
penalty.
37
READERS’ BIKES
CHILD CARRYING
The Bakfiets website suggests that children as old
as seven can be carried on the CargoBike, although
most will have graduated to some form of selfpropelled transport by then. Babies under a year
go in their own car seat, facing backwards towards
child passengers, which keeps her happy until
she (quickly) falls asleep. Longer trips tend
to encourage sleepiness in all passengers, so
something for the seated passengers to snooze
against is a help here.
Harriet, now nine months old, has been riding
since she was a little less than six months. She
finds bumps a bit distressing, as the Cargobike’s
lack of suspension combined with her position
close to the front wheel mean that shocks hit
her pretty directly. The solution is gentle riding,
particularly down hill. Older children find the
bumps more amusing and like to ride along
shouting “Aaaaaggggh” to hear the joggling in their
voices, although even Cameron reached his limit
on a particularly rocky bridleway recently.
STAND
the rider. After they are one or so they graduate
to a seated position. WorkCycles adapts simple
bicycle child seats to provide extra support for
younger seated children. Older passengers (from
around two years onwards) sit on firm plywood
bench seats and are strapped in with an effective,
if rather fiddly, three point seat belt system.
We’ve generally put children in helmets to ride
the CargoBike, principally to help them associate
helmet wearing with cycling in general, but the
pictures from Bakfiets suggest that such precautions are not considered necessary in Holland.
Indeed, the biggest risk to a child’s head while
using the cargo bike is from the rider’s knee should
the child accidentally nod off and loll backwards
while travelling.
The children, and their friends, love travelling
in the Cargobike. We’ve taken trips of seven or so
miles each way without whingeing or complaints.
The forward carrying position makes it easier
to see how the passengers are doing, or break
up arguments. As Harriet faces backwards she
can be entertained by both driver and older
The simple stand works well in use and is key
to much of the bike’s convenience. A flick of the
toe on the latch releases it for landings and the
bike is simply pulled back into a stable position
on the four rubber feet. Launching again requires
a hefty push to come off the stand. I find that
just reaching down and folding it away with the
hand is most straightforward, but the nimble (or
big footed) can do this with a toe. For short hops
(such as when opening a farm gate for example)
the bike can be wheeled along with the stand
dragging on the ground.
Once, hitting a bump during a high speed
descent caused the stand to jump out of its latch
and deploy accidentally, but while this
is noisy and surprising, it doesn’t cause
any problems as the stand simply
bounces along the ground.
Bakfiets.nl claims that the stand is
so stable that the bike can “be used
as a jungle gym.” And in practice, this
proves to be the case. Provided it is
parked on a flat, level surface the bike
is indeed very stable, and a neat step
on the outside of the box makes its
possible for agile three year olds to climb in and
out without help. Cameron and his friends enjoy
playing Fireman Sam in the CargoBike and, apart
from the odd squabble over who sits in the front
seat, can spend long periods happily doing so.
Unfortunately, it was just such child’s play that
caused the only mechanical problems so far. The
neat AXA sidewall dynamo is within easy reach of
grasping fingers, resulting in loss of alignment and
the snapping of a roller on one recent trip. A hub
dynamo is available as an option, and while Henry
was reluctant to install one, I think it would add
significantly to the care free durability of the bike.
CONCLUSION
We tested a Zero shaft-drive bike back in
Issue 10. Now reader Paul Nieuwenhuis
reports on how well his copes with real-life,
zero-maintenance winter commuting.
Jonathan Ward
AVAILABILITY
Manufacturer: Bakfiets.nl: Tel or see www.bakfiets.nl
This bike supplied by: Henry WorkCycles, Amsterdam.
Tel +31 20 689 7879 or see www.workcycles.com
Also available in the UK via Cambridge Dutchbikes:
see www.dutchbike.co.uk
This is our second Cargobike report. Another
reader, Steven Brandist, reported on his family’s
experiences with the machine in Velo Vision Issue
10 back in June 2003.
ZERO TO HERO
The CargoBike has become an extremely enjoyable part of our lives since its arrival three months
ago. It sees child-carrying use every weekend and
we are even planning our first CargoBike camping
trip for the near future. For anyone with enthusiasm, a flattish neighbourhood and the space to
store one I’d recommend it as a superb way to shift
large numbers of children about.
Earlier this year I invested in a Zero shaft-drive
bike. The rationale was simple. My recumbent,
which was the favoured commuting vehicle until
that point, has a rear derailleur which is rather too
close to the ground for winter riding conditions.
My typical commuting route (I have a choice of
several alternatives) gets rather muddy in places
during the winter rainy season. These conditions
result in puddles into which the rear mech dips
several times during each ride. The resulting coating of wet mud really does the system no good at
all and I am not prepared to clean the bike after
every commute. My Brompton is also not really
optimised for this route, while the mountain bike
is too valuable to leave parked at work. Hence my
search for a dedicated winter commuting bike.
I had noticed the Zero a few years ago and was
attracted by its novel shaft drive system. I even
went for a summer test ride with my wife who was
looking for a bike at the time. We never bought the
Zero, the main deterrent being price. However, last
winter the company announced a special offer on
its Zero trails bike; was it an offer I could not refuse?
I decided to have another look and it being January,
conditions were not far off its intended use.
Having checked that the nearest shop – in
Bristol – had a demonstrator, I drove over from
Cardiff and took it for a spin. We have all heard
about the supposedly higher resistance of shaft
drive systems, so I felt another test was essential.
In the event, I did notice a difference in response
to pedalling input compared with a chain. It gives
a more ‘solid’ feel than would be conveyed by the
flexibility of a chain. I am prepared to accept that
there is more resistance in the shaft drive system;
it has been scientifically measured after all, but
not significant enough to matter for my purposes.
The limited gearing – a seven speed Shimano hub
– was also no problem for my route. I bought the
demonstrator there and then; the shop took about
half an hour to set it up to my specification while I
enjoyed a coffee in a nearby supermarket.
During the South Wales rainy season, which
this year stretched until well into May, I decided
not to clean the bike at all, just to see what would
happen. In the event, nothing happened – it kept
on performing as usual.
With the start of the summer I decided to wash
the bike, bringing back much of its original lustre.
Not all, for the bike is finished in a rather softer paint
than I am used to on bicycles, which means that
parking it next to other bikes leaves scrape marks.
This is unfortunate, as mine is finished in a rather
pleasing shade of metallic British racing green, not
unlike early 1960s racing Aston Martins.
Another feature is that the front suspension
fork delivers somewhat peculiar front end geometry which means that left to its own devices the
handlebars immediately turn 90° to the left or right,
which makes the bike awkward to manoeuvre.
These minor gripes apart, the Zero has more
than delivered in that it has proven to be the ideal
tool for the job I had in mind. Not the most exciting
bike, although there is a solidly reliable feel about
it. More like a Toyota than a Ferrari. In any case, I
have other bikes for the Ferrari job.
Paul Nieuwenhuis
Zero Cycles: 01454 316563 or zerocycles.co.uk
39
READERS’ BIKES
SPEEDING IN
THE AERORIDER
Jamil Shariff follows up his report on the
Leitra in Issue 21 with a ride on another
Netherlands velomobile, the Aerorider.
The Aerorider is one of the newer velomobiles
on the market, designed to use an electric
motor in addition to human power in a practical
and visually appealing package. As part of my
research on the potential for velomobiles to
reduce transportation-related emissions, I visited
the Aerorider factory outside Amsterdam. Later I
was able to use an Aerorider for several weeks in
the UK, along with a Leitra, in a survey of public
attitudes to velomobiles.
Entering the Aerorider is straightforward: the
long roof lifts up by pulling on a tab near the back,
and it hinges at the very front of the vehicle. A little
dexterity is required to climb in and support your
body while you lean back into the seat – an action
not unlike lowering yourself into a long tub. That
sensation only lasts until the windshield-roof
lowers with a satisfying hiss. At that moment it
40
starts to feel more like a fighter-jet cockpit, the
steering levers on either side adding to the effect.
In addition to moving forward and back to steer,
the left grip twists to throttle the electric engine
while the derailleur controls and the brake lever are
on the right. There is a speedometer and switches
for the electric windshield wiper and headlights on
the centre console, which rises out of the floor and
hides the pedal and chain mechanics.
For days when it isn’t raining, the top and side
panels of the transparent roof clip out in just a
second, similar to a sunroof and windows, and
regardless of the weather there’s enough air inside
thanks to a large vent on either side. Rear-view
mirrors are in a similar position to a car’s, outside
and on either side. Just in case other road users
don’t see you (or are too distracted watching you)
there is a horn and turn signals just behind the left
steering control arm, attached to a ledge that runs
down either side and forms a super arm rest.
Fully reclined into the seat, your arms and neck
resting comfortably, you can see the rear-view
mirrors without twisting your head, and visibility
is excellent. I put a little stereo near the battery
under the seat, so it didn’t get in the way of the
bags I usually carried in the luggage space behind
the seat. The level of comfort reminded me more
of my car than my mountain bike.
The comfort comes at a price, which is weight.
The Aerorider weighs 60 kg, and does need both
you and the electric motor to do a fair share of
the work. The upside is that with all that extra
body around you, going thirty miles an hour
while pedalling is not at all scary and the motor
means it can happen without much sweating.
Pedalling at speed without fear was a new
experience for me, one I hadn’t felt since
I bailed on my racing bike as a teenager.
The thrill of pedalling so fast, reclined
in a transparent cockpit, was such that
for a moment I considered getting a
job that required me to commute in
the Aerorider. It is well suited to this
kind of journey: there is about an
hour’s worth of battery life, but it can
last up to three hours depending on
the type and how it’s used. It takes just a
few hours to charge with a lightweight charger
that’s easy to carry with you inside the vehicle.
The Aerorider has a lock on the door and a key
to disable the electric motor, so it feels relatively
safe to leave it on the street. Someone could probably break in, and they would still be able to pedal
and steer, but without the motor they wouldn’t
get far. In the latest models the engine works as
a generator to resist the wheels turning, making a
getaway even harder.
The Aerorider pushes the boundary of human
powered vehicles towards the human-electric
hybrid category. As a society we don’t have much
experience with this sort of vehicle yet, but if they
mean that more people pedal places, even if they’re
not ‘purely’ pedalling, then I’m for them.
The striking looks of the Aerorider attracted a
number of people wherever I took it, to the point
that I was stopping to let folks have a try. It really
felt like it was making cycling sexy again, to more
than a few people who wouldn’t normally think
so, but more on that later when I report the
findings of my surveys.
Jamil Shariff
Jamil’s research is part of an MSc course jointly
offered by the University of East London and the
Centre for Alternative Technology in Architecture:
Advanced Energy and Environmental Studies. More
information can be found at www.aees.co.uk. We
hope to report back on his findings in a future issue.
Aerorider: Tel +31 255 524636 or see
www.aerorider.com
TANDEMISING A BROMPTON
Todd Fahner used the ingenious ITchair Brompton
child seat adaptor as the basis for an inspired
modification – the ITandem!
The ITchair kid seat for Bromptons was speedily
dispatched from Barcelona via the Spanish Postal
Service, and it arrived in Portland, Oregon in just
ten weeks! With it fitted we can be out the door
and on the road to friends, the park, store, school,
train station or airport in seconds, without
bothering with cumbersome trailers, big seats,
straps, locks and all that, because the bike still
folds up as handily as ever.
My son’s initial scepticism dissipated over our
first five-mile ride. It’s nice to be able to carry on
a quiet conversation with your kid as you explore.
He’s in charge of ringing the bell. You do need to
ride with your knees somewhat splayed to clear
your child’s hips, but it’s not too bad.
Just the ITchair has been wonderful, but son
wants to pedal. He’s not big enough yet for a traila-bike/tag-along, and can’t keep up on a bike of his
own. So how about I remove the footpegs and hook
up some stoker cranks? I wasn’t sure it would work
when I ordered the parts, but I had to try. It was
a snap! It works pretty much like Stokemonkey,
my electric power-assist system, only children are
much more expensive, much noisier, but nowhere
near as powerful!
Todd Fahner
A BIKE FOR LIFE
P H O T O : J O N AT H A N M A U S / B i k e P o r t l a n d . o r g
Todd is the manufacturer of the ‘Stokemonkey’ high
performance electric-assist system for bikes fitted
with the Xtracycle cargobike frame extension. You
can read about this and much more at his blog:
www.cleverchimp.com
IT-Chair: made by Bike-Tech in Barcelona – see
www.it-chair.info. UK distributor is Bikefix: Tel 020
7405 1218 or see www.bikefix.co.uk
Pieter Tauber from Alkmaar in the Netherlands
wrote to tell us about his latest development in
easy-access cycles, which he has designed over
a number of decades.
The picture (left) shows my latest
model, ‘de Lifetime Fiets’. Compared
to the Tavara (Tauber Van Raam) which
has been made by the Netherlands
manufacturer Van Raam for the last
20 years (at around 400 a year), I’ve
moved the saddle down by another
6 cm in an arc centred on the bottom
bracket.
This gives a wonderful seating position, more comfortable, and it’s very
easy to put your feet on the ground.
You can also enjoy more pedalling
power against the saddle’s back support. The bike is also very compact and
easy to handle.
The angle of the seatpost means
that the saddle can be adjusted over
a very wide range towards and away
from the bottom bracket. That means
the bike can be used from all ages
from eight to eighty.
I personally am trying to prove
that over 80 is possible, too.
Pieter Tauber
41
READERS’ BIKES
fears were unfounded though: once on the move
I became unaware of the height of the bottom
bracket. The bike felt perfectly controllable, even
at low speeds.
Incidentally, whilst chatting to Richard he
hinted that he may be developing a recumbent
conversion for the Airnimal. Could that be the
solution to most of your cycling needs? A lightweight, foldable and convertible bike – I think he
could be on to a winner.
Anyway, back to the Aero and that box. Lifting
the bike from the box minus the wheels and the
seat reminded me just how light it is. Unfeasibly
light in fact. The titanium frame is quite chunky
and looks as if it would be heavy. It’s anything but.
Assembly was straightforward, wheels in,
handlebars attached and finally the seat. The
carbon fibre seat is attached to the frame by two
bolts in the base. A bracket bonded to the frame
has a series of holes along its length. This gives
about four to five inches of adjustment. Different
frame sizes are also available to accommodate
different leg lengths.
The seat angle is altered via the telescopic seat
stays. A pin in each to pull out, move the seat until
the correct angle is found and replace the pins.
So all the necessary adjustments made and I
was ready for the road.
Then I remembered it was December.
There followed several frustrating months of
ABOVE: Neil Selwood
from trike makers ICE
tries out Chris Brown’s
Aero at the York Cycle
Show in June.
AN AERO SURPRISE
Chris Brown describes his Bacchetta Aero,
a titanium high-racer from the USA.
Christmas 2005 for me at least will go down as
being the best, present-wise, ever.
I was blindfolded and led out to the shed. No
it’s not what you’re thinking. My charming wife
had secretly contacted Richard Loke and bought
me a Bacchetta Aero. Richard is better known for
his ‘Airnimal’ range of bikes. He has recently started importing the Bacchetta range of recumbents
from America under the CycleCentric name.
So there I was standing in the shed in front of a
large box with ‘Bacchetta’ on the side.
When I picked up the box I wondered if I was
the victim of a cruel hoax. It felt SO light. Surely
there couldn’t be a bike inside. Upon opening it
42
however I was very pleased to see that it wasn’t
a joke.
This wasn’t my first encounter with the Aero.
My wife and I had travelled down to Cambridge a
couple of months earlier to visit Richard. He had
kindly agreed to let me have a test ride. Test riding
a recumbent is essential in my opinion.
As soon as I rode the Aero for the first time I
knew that this was the bike for me. Instantly I felt
relaxed and comfortable. I could ride round the
small car park in front of Richard’s premises with
only one hand on the handlebars.
When I first saw the bike I was worried that
I would feel that my feet were way too high. My
typical British weather.
With no mudguards I
wasn’t about to go out on
the country roads around
here and get it all dirty!
It’s now June and
finally the weather has
improved.
So what’s the Aero like
to live with? Well all in
all it’s very user friendly.
Brilliant for fast training
rides but just as happy
going for a steady ‘tootle’
to the shops. I’ve ridden
in towns and cities which
was fine, obviously it’s not
meant to be a stop-start
kind of bike but at least
the seat is at a good height
so one feels safe in traffic
and can look motorists in
the eye.
The verdict? Probably
the best bike I’ve owned.
DEFINITELY the fastest. My average speed has
increased by about 15-20% over my other bikes,
in fact I’m averaging speeds I haven’t been able to
sustain for about 20 years! Not many products can
claim to knock 20 years off one’s age.
I don’t know what it’s done for my ‘street cred’
(if indeed I ever had any). Can one even claim to
have ‘street cred’ at 47? But out on the bike one
gets the usual responses from passers-by ranging
from, “Now that’s a cool bike!”, to fits of laughter. I
never know if they’re laughing at me or the bike.
Overall the build quality is excellent and the
welding on the titanium is exquisite. One little
niggle though: the Velcro holding the seat pad in
place has come adrift. It appears to me that the
sticky Velcro is stickier than the sticky stuff that
sticks the Velcro to the seat. Oh and some paint
would be nice but I suppose that would make it
heavier.
Neil Selwood from ICE had a ride on it at York
Rally and said that he was, ‘sorely tempted to get
one’. Praise indeed from the makers of the best
recumbent trikes in the world.
So my advice is to try before you buy. And then
hope your wife, girlfriend, husband, mum or dad
gets you one for Christmas instead of socks.
Chris Brown
Manufacturer: Bacchetta Bikes: Tel +1 727 498
4600 or see www.bacchettabikes.com
UK importer: Cyclecentric: Tel 01223 438074 or
see www.cyclecentric.com
The Aero’s weight is listed at 10kg (22lb) and prices
are from £2699 in the UK.
43
LETTERS
working brakes and pedals and the
series consists of a penny farthing,
a tandem, a unicycle, a rickshaw
and several modern variants.
You’ll find most of these at www.
dutchsouvenirs.com.
The second series is made by
Maisto under the name ‘Tour de
Maisto’ and consists of a dozen
or so light plastic bicycles, well
detailed, and all modern models,
mostly racing bikes. These are
occasionally to be found in model
shops, and on eBay, but I
don’t know of a single source
for the whole range.
The third range is a
new series made in Italy
in conjunction with the
National Cycle Collection
– these are 1:15 scale, in
plastic, and include some
lovely historical models. I’ve
got a grocers delivery bike, a
Pedersen, a recumbent and
PHOTO: CLAUDE MARTHALER
MODEL MAKERS
From Alan Terrill,
Shrewsbury, UK
With reference to the letter in Issue
21 about finding models of bicycles
– I’ve been collecting model bikes
for several years and although
they’re certainly not easy to find,
they do exist.
There are basically three series
you’ll come across – the first has
no name but comprises fairly large
metal bicycles with rubber tyres,
ELUSIVE BIKELIGHTS
From Bob Hazell, via e-mail
As a recent convert to your excellent magazine I was excited by the article
on Bikelights (Issue 22, p. 39). The product sounded absolutely brilliant and
I would love to buy one. The trouble is how?!
The review says its for sale via an internet only company so I went to
their website. They give the address of a single retailer but no phone
number which is not exactly as helpful as it could be! When I tried to e-mail
Goodbye Batteries the e-mail was bounced back undeliverable. When I
tried to use the direct e-mail on their website I was asked for a password
which I’m not sure I have – and if I do I’m not sure I should give!
I can’t imagine I’m the only internet illiterate around and surely it wouldn’t
be too much for the company to take orders by phone or at least to give the
retailer’s phone number. I wondered if this was something you could pursue
for readers as its proved impossible for me to contact the supplier listed? I
would be very grateful for any help or advice. Many thanks.
We´ve emailed Goodbye Batteries, as we have no number for them either, but
without reply as we go to press. A little searching found the phone number for the
retailer they list (AM News in Gosforth, 0191 285 2225) and they’re expecting
to have supplies around late September. But they don’t really do mail order, and
advise people to order online at www.goodbyebatteries.com if at all possible.
Apparently the chap running Goodbye Batteries has been on holiday recently,
perhaps explaining the lack of response.
If all else fails you can order direct from the manufacturers in Denmark (see
www.reelight.com or Tel +45 4116 6770)
44
an ice-cream tricycle so far. Best
place to buy is on eBay with at least
four sellers regularly offering them.
Do a search for ‘model bicycles’
and several will show up under the
name ‘Del Prado’. There must be
about 20 so far, and new ones are
being added all the time.
Thanks! We’ve passed this
information on to our original
correspondent. Incidentally a recent
search for ‘model bicycle’ on ebay.
co.uk also turned up a few of the sort
of hand-made wire bicycles described
in Velo Vision Issue 1, in Claude
Marthaler’s article about the artists
who make them (see pic, left).
LETTERS
Something to add to, dispute,
agree with? Please post, e-mail or fax
your letter – and if you can send a
picture along too, please do.
Please send your letters to:
Peter Eland, Velo Vision,
The Environmental Community Centre,
St Nicholas Fields, York YO10 3EN, UK.
Tel/Fax 01904 438 224
Email [email protected]
Website www.velovision.co.uk
From Tony Calvert, by e-mail:
I met a Belgian Velovisionary on
tour in the Camargue with a truly
original bike. The beast has a bath
on the front to carry two child seats.
FRIDAYS SUSPENDED
From Paul Bailey, USA
Our front hall is our garage so we
decided to do what we could to
decrease clutter and improve traffic
flow. I had the idea of stacking the
bikes somehow and the project got
underway when I spied a couple of
sturdy and presentable towel racks
one day at Ikea
($8 each).
The inside pedal
hangs on a wall
hook – bearing
part of the load
– and this keeps
both bikes secure
and upright. Very
simple and neat and works like a
charm. The Bike Fridays are light
and very easy to lift into position.
It is also very easy to flip the bars
sideways on these bikes to create
more space.
We have used these bikes for
touring and even back country trail
rides. They have saved us hassles
and fees on
airplanes, ferries,
trains and buses.
The Bike Fridays
also make great
city bikes and
use them daily
for everything so
mudguards and
VELO VISION RIDES?
From Nicholas Cox,
Derbyshire, UK
Hi there, great magazine. After 30
years of road bike riding, I have
taken to recumbents. I find great
difficulty riding with uprights
(CTC), as we live in hilly Derbyshire,
and have not seen any other ‘bents
around. Last week, solely by chance,
I met a Taifun rider and we agreed
to ride together when time allows.
I am lucky that my work takes me
around the country and I take the
trike – but otherwise I have met
only a single Optima (on the Kent
Coast).
Is there any way of getting riders
of similar interests who would like
to ride, together? The Velo Vision
ride at the York Cycle Show was
excellent, and many of the riders
said they had rarely, if at all, ridden
with others.
Perhaps the way to go might be
to do some articles on suitable day
rides, for example the Tissington
Trail and High Peak trails in
Derbyshire, the Kent coast and
countryside, Hampshire and the
Isle of Wight, Anglesey or along the
North Wales coast for example.
I know some folk find clubs a big
turn off, but it would be nice to
meet and ride with others. How
about some local Velovisionary
rides? The picture shows one of my
day rides to whet the appetite!
pannier racks are essential. In fact
we have attached the mudguards
directly to the rear racks because
rear fender stays get in the way of
the front axle/release while quickfolding the bike – which we do on
occasion to toss the bike in a taxi
when we get caught in a deluge or
sudden snow storm!
No, the bath was not cast iron!
Nicholas Cox suggests day
rides for Velo Vision readers
– and sends this picture to
whet your appetite!
Good idea, and it is something we
should consider. However, I do also
have to bear in mind that we have
readers in 43 countries, so I can’t
devote too much space to material
which will only be of UK relevance.
I also feel that there isn’t really much
need for route descriptions – it’s
more a matter of communication and
organisation to get riders together at
the same place and time. I suspect
we’re still rather thinly spread around
the country, so it
may be hard to get
people together.
I don’t want to
get involved
in organising
anything myself,
as my workload
with the magazine
is quite sufficient,
and we should
also be a bit
careful to ensure
that Velo Vision
doesn’t become
involved with any
sort of liability for
these rides – we
couldn’t afford the insurance!
But if people would like to organise
rides themselves, then I’m happy to
give them publicity, and that might
inspire others to do the same.
So name a date (well in advance!) and
a meeting place and I’ll put it up on the
website. Then, to reach the people with
no internet access I can add a section to
the events listing in the magazine giving
dates, place, brief details and contact
info for any rides arranged at the time.
45
LETTERS
BICYCLE TRIANGLE?
From Stephen Kirby, Louth, UK
Any ideas what was intended here?
It is in a public car park here in
Louth.
SALUT DIN MOLDOVA!
From Igor Domnicu, Chisinau, Moldova
I write to you from Moldova. I know from your website that you are an
enthusiast for the Russian recumbent trikes with front wheel drive. I
recently purchased a ZENIT LG and am very happy with it. I plan to
transform it into a tandem, with a separate transmission for the rear rider,
so it will be an all-wheel drive tandem. I’ll send you pictures!
The picture below shows the trike out on a ride with some friends when
we visited Romania.
BELOW: Jason Patient writes:
“These are the public cycle racks
at the new Scottish Parliament.
Great to hear that recumbents have a following in Moldova. There’s
more information about the Russian trikes at my personal website
www.eland.org.uk, as I used to own one and still take an interest.
I understand that the three wheel drive version from trikes.ru is still
several months from production, but they do plan eventually to send
me one for review in the magazine.
As you can see, when viewed
along a certain visual alignment
the cycle racks form the shape
of a bicycle.”
P HO T O S : CY CL IN G -IM AG ES .C O .UK
BAR FINDER
From Hans Ondraczek
Somewhere in Velo Vision you
showed us a road bike with a
‘moustache’ bar. Do you have
any idea which manufacturer still
produces such bars? I would prefer
European sources. Thank you very
much & the best wishes for you
and your ever so nice magazine!
46
I think you must be referring to Issue
20, page 26. The bars (pictured
right) were from ‘Nitto’, and the
bike’s owner, Tom Riley, recommends
these European sources:
Hubjub: www.hubjub.co.uk (online
only, sorry)
St John St Cycles: Tel 01278 441500
or see www.sjscycles.co.uk
In the US, you can get them from
Rivendell Bicycle Works, who,
as it happens, designed them:
Tel +1 800 345 3918 or see
www.rivbike.com
LETTERS
BRAKE FEEDBACK
From Matt Hodges,
Preston, UK
Interesting article on brakes. Just a
few comments:
On disc brakes you didn’t mention
the possible problem with many
front disc set-ups that the braking
force attempts to push the front
axle down and out of the dropout
when the brake is applied hard.
Regarding braking dynamics and
the oft-repeated claim that weight
transfer to the front wheel under
braking means that the front brake
does all the work in hard braking;
this is certainly true for a normal
upright bike and probably for most
short wheelbase recumbents but it
is not true for tandems.
With our tandem loaded for
touring I estimate the centre of
gravity of the whole rig including
crew is just in front of the rear
saddle and no higher than the
saddle. For the resulting vector to
get anywhere near the contact point
of the front wheel we would need
a braking force of over 2g. With
the recumbent tandem trike the
transfer is even less as the centre
of gravity is so low. The rear wheel
can contribute significant braking
especially when loaded for touring.
V-brakes: you say you can’t see
how the pricey units will perform
better than a basic set. The ones
with parallel push action do
have significant advantages in
relation to more even pad wear.
Also with our front brakes which
are mounted behind the forks
parallel push is almost essential.
The rim at this point is at such
an angle to the brake pivots that
a radial swing results in one
end of the pad moving in and
out twice as far as the other. XT
parallel push brakes cure this.
The shoes with replaceable pads
are also convenient saving a lot of
adjustment.
Good points all. The wheel ejection
issue was covered in Issue 10, page
5, but would certainly bear repeating.
I’d also completely forgotten about
Shimano’s parallel push! That’s
definitely a worthwhile innovation.
From Tim Dowson
Regarding the summary on brakes, I
would make a few comments:
 V-brakes can be great once
adjusted, but can be horribly fiddly
to get right, and rapidly wear, or are
vulnerable to mud. Parallel-push
are better even at twice the price.
 Double-cable levers, for
operating two brakes with one
hand, may work on straight bars but
I’ve never found them satisfactory
on dropped handlebars, as the
balance between the two brakes
is never right. In fact removing
one of the cables has always
been the quickest improvement
to these braking systems, even
when fitted by the local specialist
touring bicycle builders. Maybe
a home-made system where the
lever operates one brake, and this
one operates the second, would be
better!
 Parking brakes can be very
useful on loaded bikes, and on
child-back tandems. I am interested
to see your photos of straight levers
which can act as parking brakes; are
there any dropped handlebar levers
that do this?
 Historically, bottom bracket
brakes, requiring a fixed wheel and
operating through the chainset
and chain, are interesting but
impractical. However, the footpedal operated hub brakes that they
used to have on tandems might be
useful on recumbents. Have they
been tried recently?
Regarding your second point, any
single brake lever which pulls two
cables is likely to have problems
with ‘balance’ – sometimes more
elaborate lever or pulley systems
are used to equalise the pressure
on the two brakes. It could well be
more successful to have one brake
operating as a ‘drag brake’ using a
twistgrip or bar end gear shifter to
apply it, leaving just the front brake to
be controlled by the lever.
I don’t recall ever seeing a drop bar
lever with parking brake I’m afraid.
Nor can I remember seeing any foot
operated brakes recently, except on
an ancient imported rickshaw…
ABOVE: Shimano’s parallel push
V-brakes have pivoting brake pad
carriers, with an extra linkage
to keep them lined up with the
rim surface. This makes for more
consistent performance, more even
pad wear and easier adjustment.
BELOW: The ‘Diskjockey’ from
Sticha in Switzerland is a pricey but
From David Hembrew,
Cambridge, UK
One thing missing was coaster or
backpedal brakes, which I like very
much. Incidentally I’m sure their
characteristics have found their
way into Dutch law and cycling
infrastructure. Apparently it’s legal
over there to lead one dog while you
cycle... but not two. Also, cycle path
standards dictate that there has to
be room for an umbrella! Both these
activities work better on bikes with
coaster brakes.
effective way to control hydraulic
disks from drop bar brake or
brake/gear levers.
Yes, good point. Coaster brakes are
very reliable (a chain being much
harder to snap than a cable) but they
do take some getting used to (see the
Kronan review…).
From Jonty Semper, York, UK
One neat item not in the last issue
was for people who want to use
Hope hydraulic disks with drop
bars. The solution is the Diskjockey
adaptor from Sticha in Switzerland
which fits around the stem and
converts the mechanical cable
motion to hydraulics. Simple... and
desirable... but pricey at €500 and
upwards! Tel +4171 2440424 or see
www.sticha.ch.
From Alan Bradley, UK
I have fitted the Greenspeed hub
brake which you mention to my
Brompton, with nice Shimano
R440 levers. It looks nice and
started off slightly more powerful
than the dual pivot, and is
becoming more powerful as it
wears in. I kept the front cable
routing through the frame hoop,
but I think I could have just run
the cable directly (for fewer bends
in the casing).
I bought the wheel complete
from West Country Recumbents,
as it came as a whole unit from
Greenspeed’s stocks. The 36
spoke rim is not a Sun rim (it is
apparently difficult to fit 16" tyres
on these to due to the narrow well)
but is of Greenspeed’s own design
(Velocity Sims).
From John Murray,
Holmfirth, UK
I’ve been riding for 70+ years and
have had bikes with back-pedal
brakes, ‘block of wood thuds down
onto the front tyre’ brakes (old
German, hopeless!) and many
bikes with ineffective brakes. The
article in the last issue of VV was
really interesting and I learnt a lot,
but there’s one thing which wasn’t
mentioned in your article.
Why do we in the UK have the
back brake lever on the left hand
bar, while on the continent it’s
on the right? My wife says it’s
because they ride on the wrong
side of the road...
She may well be right – one theory
is that when indicating a turn across
the traffic, you want the (some say)
more easily controlled rear brake
to be the one available. But as
US cycling expert Sheldon Brown
points out on his website, there are
particularly good arguments for the
UK arrangement with the front brake
on the right. It’s the same as on all
motorbikes, and since most people
are right handed the ‘best’ hand
should control the more important
front brake.
47
LETTERS
DRIVE DEVELOPMENT
From K R Sherhod, Cambridge, UK
The picture is of my experimental tricycle. The
fundamental difference is that it does not have
cranks or a crankshaft, so the restrictions of
ineffective crank angle do not apply. Instead,
it has two pedal levers coupled so that as one
moves forwards the other moves backwards. The
motion feels quite ‘natural’ and it produces a more
continuous driving torque than the ‘pulses’ of
cranks. The pedal stroke is limited only by one leg
being fully extended and how far the rider wishes to
bend the other knee. Short strokes work although
full strokes produce the best results.
My ‘Moretorque’ transmission has eighteen
different ‘speeds’ selected by a handlebar twist
grip and cables. Although the range is not wide it
seems adequate for my use. Another advantage is
that starting and pedalling up hills is easier than
with cranks.
I am a retired aerospace design engineer and the
design and most of the manufacture are my own
work. As it is a retirement hobby I do not intend
to produce it commercially. It started out as a two
wheeler but as I was not previously a recumbent
rider I was uncertain about balance so converted
it to three. It is very long because of this and also
because I am tall.
I find test riding it a pleasure and continue to try
to improve some of the details.
The basic principle dates back to
Victorian times, then applied to upright
bicycles – so maybe it’s been seen before.
If so, please let me know where.
There have been many version of this type
of drive over the years, and although it’s
never caught on for the wider audience,
the users generally seem enthusiastic. In
recent issues we featured a lovely carbonfibre version from Rudolf Pazourek in the
Czech Republic (in Issue 19 and on page
53 of this issue), and then Alan Robb’s
version from Canada (Issue 21, page 42).
YORK FEEDBACK
From Tim Dowson via e-mail
Thanks for organizing the evening
ride at York – enjoyed it greatly and
so did my son. My first York rally.
There was some discussion of
this unique machine (pictured
right). Before it broke (the front
forks were not up to adolescents
using it on rough ground) it was
surprisingly easy to ride, although
quite harsh on the buttocks for me
(at 72 kg).
LETTERS
ABOVE: John Prince sends
this image of the belt drive
on a Mercedes Benz bike.
ABOVE: John Murray from
Holmfirth, UK writes:
“A use for an old bike wheel in
Holland. It saves the postman
having to go the long way round
to cross the canal. Picture was
48
mistaken? What do you think? The
drive goes to a conventional 7 speed
hub gear.
I believe the arrangement at the back
is to ensure that belt tension increases
under load to prevent belt ‘jump’,
rather than to change the ratio up or
down. The system was marketed under
the ‘THUN’ name a few years ago.
CHARITY MATTERS
From Aelfred Grenier-de Sigley,
by email
My wife and I are about to set out on
a trip to Romania from Edinburgh
to raise funds and awareness for
an orphanage in Romania. I am a
regular reader of Velo Vision and
I have put a link to you on our
website www.tandemscotiaromania.
org.uk. We are going to have a diary
of our trip and time spent in the
orphanage, which may be of interest
to some of your readers and I would
be grateful if you could have a look
at our site and if you like it, give us a
link on your website.
taken near Alphen aan den Rijn,
May 2006.”
OPPOSITE: Howy Robins
from Christiana, PA, USA
writes:
Velo Vision is very much
Yes, the ‘Wren’ mini-recumbent
was made by York Velovisionary
Tom Riley. If any reader wants to
know more about the bike, try
asking on the Velo Vision website
forum or contact me and I’ll put
you in touch.
MERC BIKE
From John Prince, by email
In pursuit of the strange and
curious, I attach a couple of photos.
My elder son Michael had won
this as a prize for his performance
at work... a cycle carrying the
Mercedes Benz name! On
inspection it turned out to be a
conventional aluminium framed
cycle but with a strange belt drive.
The notched belt drives the normal
rear sprocket via a plastic pulley,
which under load distorts into an
oval shape and at the same time
rides around to a different position
relative the sprocket... this is said to
influence the gear ratio! After trying
out the machine I concluded that it
was hard work (i.e. the belt drive is
inefficient) and any change in ratio
is in the wrong direction... or am I
enjoyed at our home – first
class all the way! Thought
you might like this photo
of Rollan our pet rooster
riding Isaac’s Islabike. Our
Jack Russell pup likes an
occasional ride too.
The site looks great – some very nice
photography and very clear.
Unfortunately, while the link is much
appreciated, I’m afraid I’d best stick to
my policy of not covering charity rides
in Velo Vision, however worthy the
cause, unless they’re of very particular
cycling interest. Stories about rides for
charity tend to be largely about the
charity/cause involved and not about
cycling, which is Velo Vision‘s remit.
I’m publishing this as I’m regularly
approached by readers wishing to
publicise charity rides.
If there’s a cycling story in there
which develops from a charity ride
– an equipment review, a report on a
cycling culture or activity you see on
the way – then that would be great,
and of course we could mention the
charity briefly at the end as part
of your author’s ‘sign off’. But the
emphasis has to be on some cycling
matter of interest to be on-topic.
Good luck with the ride!
49
BUYER’S GUIDE: GEARING BASICS
Why use gears?
“How many gears has it got, mister?”
is a stock question from kids admiring a
fine bike. Rightly or wrongly, number of
gears seems to have become a metric of
a bike’s quality – in the public mind at
least. 24 has got to be better than 21,
right? And who would choose to ride a
lowly three-speed these days?
Yet it’s hard to think of a less
meaningful question to ask about
gears. ‘How many’ is a handy
marketing tool, but the answer has
almost nothing to do with how useful
those gears will be to a particular
cyclist.
So in this Buyer’s Guide we’ll sort of
dance around the ‘main event’ – the ins
and outs of specific hub and derailleur
gearing systems – and instead focus on
the basics of gearing.
Why are they necessary? What do
gears actually do? And how should
you go about choosing a system which
will fit your needs as a cyclist – and
your budget?
We’ll also take a look some of the
systems and considerations which are
common for both hub and derailleur
systems, and examine a number
of the many alternative, non-chain
Thank you for all the feedback
on last issue’s feature on brakes
– see the ‘Letters’ pages of this
issue for many helpful additions
from readers. I completely forgot
coaster (back pedal) brakes,
and had no space to discuss the
issues of braking on tandems
or trailers, or to describe some
of the interesting alternative
braking systems such as band
brakes, electrical and mechanical
regenerative brakes, anti-lock
braking systems for bicycles and
more… but we’ll return to the
subject in due course.
The starting point for any discussion about cycle
technology should be – though it often isn’t – the
human body. So it is with gearing.
The human body, varied as it is between sexes,
sizes and ages, wasn’t designed to ride the bicycle.
The legs evolved primarily for walking, running and
swimming. That gave them a certain action and a
certain strength – and a certain speed range at which
they can operate comfortably. That would typically be
from a step a second or thereabouts for a slow walk,
to several times that at a run. Kicking as you swim is
maybe in between.
So, put that body over a pair of pedals and the legs
still prefer the same sort of rhythm or cadence. A
pace a second equates to 60 turns a minute or so.
And experience shows that most people prefer to
PHOTO : DAHO N.COM
pedal at a rate somewhere between say 50 to 150
rotations per minute (rpm). But the ‘comfort zone’
standstill) to bowling along with a tailwind or downhill.
within that range will be much smaller for each particular
At some point you’ll not bother pedalling as you’re going
cyclist. I know that I prefer pedalling around 90 rpm, and
fast enough anyway, but for the rest of the time you need
even dropping to 70 starts to feel less than ideal.
gears. What they do is allow you to keep pedalling at your
Beginning cyclists tend to prefer to pedal slower, around
preferred rate while the speed of the cycle varies. Typically
the 60 rpm mark or less, while more experienced cyclists
the rear wheel will need to turn several times faster than the
prefer pedalling faster (known as a ‘higher cadence’),
pedals to allow you to ride along at a useful speed.
probably because this means less straining on the knee in
Even on a single speed bike you have gearing: it’s just
the longer term, and possibly due to muscle training effects.
set at a single ratio which will put you into your preferred
But in any case, the human body only likes to have its
rate-of-pedalling range when you’re riding along at normal
pedalling speed varied within a small range, say plus or
speed. When you’re starting off, or going up a hill, you’ll
minus 15-20% of whatever speed is ‘ideal’. Now a bicycle’s
be pedalling slower than is comfortable, straining at the
speed clearly varies by much more than that: from zero (at a
pedals, possibly rising out of the saddle to apply more
force. And as your speed rises, downhill for example, your
feet will end up twiddling as fast as you can move them.
What variable gearing does is let you change the ratio,
allowing you to pedal comfortably and efficiently while the
bike changes speed. If you hit a hill, instead of straining
you can change to a lower gear. This just means that for
each turn of your pedals, the rear wheel turns rather fewer
times than before, so you go slower. And in a tailwind, you
can shift to a higher gear, meaning that you can continue
to add to the speed of the bike by pedalling without having
to lash your legs up and down uncomfortably fast.
There are many and varied ways of achieving variable
gearing, and we’ll examine some in a moment. Some
cover a wider range of speeds than others. So what’s
really necessary?
transmission systems which have been
proposed over the years.
In the next Guide we’ll cover hub
gearing systems (and the Schlumpf
bottom bracket gear) in more detail,
and derailleurs will have to wait until
Issue 25.
Peter Eland
50
Ratio range required
It’s tempting to imagine two extremes of speed: at the slow
end might be grinding up a steep slope into a headwind
with full camping gear, on a tricycle, at a speed of perhaps
2 km/h. At the other end might be descending a long
mountain pass with a following wind at perhaps 60 km/h.
Divide the one by the other and you get a 30:1 or 3000%
ratio. In other words, if a gearing system were to let you
pedal at a constant rate through that whole range of
speeds, the top gear would need to be take you 30 times
further per turn of the pedals than the lowest.
51
BUYER’S GUIDE: GEARING BASICS
A L T E R N AT I V E T R A N S M I S S I O N S
SHAFT DRIVE
As you’ll read elsewhere in this issue (and in our Zero
Cycles review in Issue 10) shaft drive transmission offers
an appealingly fully-enclosed system, promising low
maintenance and clean trousers. The availability
of a number of far-east manufactured shaft drive
systems means they’re not all that expensive
when built into a bike, although a special frame
is usually necessary. You’re limited to hub gears
of course. Efficiency is generally deemed to
be somewhat lower than a well-oiled chain,
but this may not be much of an issue for utility
riders. Rear wheel removal can be somewhat
complicated, but usually no worse than with a
hub gear and chaincase combination.
Zero Cycles: Tel 01454 316 563 or see
www.zerocycles.co.uk
Unfortunately nobody has yet invented a practical
gearing system which will do this, so compromise is
necessary – often lots of compromise. Thankfully the
human body is rather adaptable, and can do quite well
with the much smaller ranges, at best around 7:1, which
turn out to be mechanically practical. And of course most
riders won’t be pedalling in anything like such extreme
circumstances.
Experience shows that the following ranges are generally
preferred as a minimum by most utility and touring riders
(I’m sure racers know what they want without reading
this!). Strong riders can often get away with reduced gear
range. I’ve also shown the typical systems which achieve
these ranges. Unfortunately as the range increases, so
generally does the weight, cost and maintenance.
Flat urban utility cycling:
2:1 (or 200%)
About the range of most three-speed hub gears.
Some get by with a single speed.
Sporty flat urban cycling, or some hills:
3:1 or 300% or more
Seven or eight-speed hub gears, or single-chainring
derailleur systems.
Anything hilly or more demanding:
5:1 or 500% or more
Triple-ring derailleur system, combined hub/derailleur
systems or Rohloff hub gear
Special applications:
7:1 or 700% or more
Combined or multiple hub and derailleur systems for
touring tandems, recumbent trikes and anyone who likes
a really wide range!
A LT E R N AT I V E T R A N S M I S S I O N S
TREADLE DRIVE
Lever-type or treadle systems are often proposed, usually as
a solution to the ‘dead spot problem’ – the belief that when
the leg is in line with the crank it can’t do useful work, so
losing efficiency. This isn’t necessarily the case, and anyway
the leg muscles need a short recovery time between bursts
of effort. This has been estimated at around a sixth of the
‘working’ time – or just about as long as it takes to get past
the ‘dead spot’. Abrupt reversals of direction at the end of
treadle strokes can also be awkward biomechanically.
In any case, any benefits tend to be marginal and these
ideas rarely have the mechanical simplicity or elegance
to match the good old chain. Any theoretical gains would
usually be wiped out by mechanical inefficiencies and extra
weight in the mechanism anyway.
Having said that, some people seem to like the treadle
action, and such systems can be useful when adapting a
cycle for someone with limited leg mobility, for example.
PHOTO: DAHON.CO M
52
shove the chain sideways.
Modern technology has
refined what was once a
‘brutal’ system to one that
works smoothly – if well
adjusted and maintained.
from the Czech
Republic designed
this impressive
treadle drive bike
and uses it for
regular transport.
You can read more
about the bike in
Issue 19, page 41.
Hubs and derailleurs
There are two main categories of gearing systems:
 A hub gear system has its mechanism contained
within the shell of the rear hub, and it’s usually driven by
a wide, robust chain running from a single chainring at
the front to a single cog at the back.
 A derailleur system employs multiple cogs on the
back wheel and often several front chainrings, and it’s
the different sizes of these which set the ratio. A thin
flexible chain is guided by shifting mechanisms. These
mechanisms are called ‘derailleurs’, a French word
roughly meaning ‘de-railers’ (think trains) – as they just
shove the chain sideways off of one sprocket so that (if
all goes well) it falls neatly onto the next. The inventor is
said to have remarked “C’est brutal, mais ca marche” (It’s
brutal, but it works).
We’ll cover hub gears next issue and derailleur systems
in Issue 25.
ABOVE: Derailleurs simply
Rudolf Pazourek
So how many speeds?
The ratio range of any of the devices listed above will be
split into a number of ‘speeds’ – particular ratios spread
(ideally) evenly across the range, between which you can
shift as your bike speed changes. You’ll have little choice if
using commercial systems, but in general jumps of around
A LT E R N AT I V E T R A N S M I S S I O N S
BELT DRIVE
Toothed belt drives are widely used in industry and even on
motorbikes. So why not on bicycles? They generally require
no maintenance or lubrication – and so should be clean,
durable and silent.
Unfortunately it doesn’t quite work out like that. Efficiency
is the main problem: although belts can come reasonably
close under ideal conditions, on a bike they’re noticeably
less efficient than a chain (although for some this efficiency
is still acceptable). Unless carefully designed they can
also have problems with ‘jumping’ under heavy load. And
as with shaft drives, you’re
generally limited to hub gears.
One technically interesting
belt drive system is the
Hettlage drive from Germany,
which solves both efficiency
and gearing limitations to
some extent (see Issue 18
page 42 and previous
reports). This ingenious
gear-change mechanism
also offers a good range,
especially when combined
with Schlumpf bottom-bracket
gearing system. It does
require a special frame, like all belt drives, as unlike a
chain a belt can’t be opened to pass into a conventional
bike’s rear triangle.
Hettlage Drive: Tel +49 176 610 529 76 or see
www.hettlagedrive.de
53
BUYER’S GUIDE: GEARING BASICS
15% or so are considered sufficiently finely spaced. Any
jump over 25% or so definitely feels a bit ‘wide’. Almost all
of the commercial systems stick within these limits. There
are exceptions: a big jump down to a super-low ‘granny’
gear for hills is usually acceptable, for example.
It’s worth noting that on multi-chainring derailleur
systems in particular, many of the speeds will overlap or
are very close duplicates. So that 27-speed system may
have far fewer useful ratios.
How gears are measured
You’ll have seen gear ranges mentioned in our Velo Vision
bike reviews. The Scorpion trike reviewed last issue, for
example, has a range of 21" to 104". Those measurements
A L T E R N AT I V E T R A N S M I S S I O N S
HANDS AND FEET?
If you can go a certain speed with your legs, how much
faster might you go with both arms and legs? The answer,
disappointingly, is usually ‘not much faster’ or even ‘slower’.
The reason is that outside of an anaerobic sprint, the
lungs can only deliver a certain amount of energy, and
for a moderately fit rider the large muscles in the legs are
capable of soaking up all of the energy the lungs can
deliver. If you add the arm muscles in as well, you just
tend to divert power from the legs. Employing the arms
for drive also brings up issues of control – you still need
to steer somehow, and many and ingenuous are the ways
inventors have found to combine the two. All add weight
and complication.
Having said that, rowing-action cycles can turn in some
impressive performances (the Thys model using an unusual
but very clever and efficient ‘SNEK’ cable drive system), and
all-limb-drive remains an attractive idea for full-body fitness.
As an alternative if you have the space, I’d suggest riding
a handcycle to work every other day – that’ll soon sort your
arm muscles out!
Thys Rowingbike: Tel +31 118 634166
or see www.rowingbike.com
are in ‘gear inches’, most easily visualised as the diameter
of penny farthing wheel which would achieve the same
effect. But in the real world most cyclists just go by
experience: anything below 30 or so is a low touring
gear, and anything over 100 is a tailwinds-only overdrive.
You can also note that 104 divided by 21 is 4.95, so the
Scorpion’s gears have just under 5:1 or 500% range.
At this point I could go into the maths of it all, but
I don’t really have space and I’d rather write about
something more interesting. If you’re keen to learn
more get any good book on cycling, or look it up on
the internet, for example at Sheldon Brown’s website:
www.sheldonbrown.com.
I’ll just mention that there are other systems aside
from gear inches, including ‘development’ or how far the
bike goes for each turn of the pedals (in metres, widely
used in continental Europe) and a very logical system
called ‘gain ratio’ (essentially how much further the bike
moves than your feet) which also accounts for the effect
of using different crank lengths.
Crank length should generally be in vague proportion to
rider height, but a number of riders prefer shorter-thanusual cranks. Read why in our article in Issue 16, page 22.
Other considerations
While the range of ratios you need for your particular type
of cycling is a good starting point, your final choice of
gearing system will no doubt be influenced by many more
factors, often conflicting. Among them may be:
 Cost: You can get a very wide-range derailleur system
much more cheaply than the equivalent hub gear. But the
hub gear should last longer, and cheap derailleurs aren’t
nice to work with.
 Weight: this tends to reduce as price increases.
Derailleur systems tend to be lighter than hub gears.
Suspension enthusiasts will also note that derailleur
systems put less unsprung weight at the rear hub than do
hub gears.
 Efficiency: A certain amount of the energy you
put into the pedals will always be lost as friction in the
gearing mechanism turns it to heat. A well-oiled chain is
remarkably efficient: up to over
98%. Chain efficiency does fall
with lack of lubrication and rust.
There are also noticeable losses
when a chain is wrapped around
a small sprocket, so in general
larger sprockets are easierrunning (but heavier…).
Hub gears usually have a chain
drive first, then a complex gear
mechanism inside the hub, so two
chances to lose efficiency. We’ll
discuss this further next issue.
 Shifting skill required: Some
hub gears, such as the Shimano
8-speed I’ve been testing recently
(see Issue 21 page 30) are nearly
impossible to damage by clumsy
A L T E R N AT I V E T R A N S M I S S I O N S
A L T E R N AT I V E T R A N S M I S S I O N S
ALL ELECTRIC
HYDRAULIC
One of the most efficient ways
of transmitting power is by
electrical cable: it’s small, has no
moving parts, and doesn’t mind
going round sharp corners. So
a recurring idea is to ditch the
mechanical connection between
pedals and wheels and replace
it with a ‘pedal by wire’ link. A
pedal-driven generator is linked
(via some clever electronics, and
maybe a top-up battery) to a
motor in one of the wheels.
It’s an appealing idea, offering
great design flexibility and very
few moving parts, hence low
maintenance. It’s also very easy
to scale up for multi-person
machines: one proposal was for
a human-powered boat with,
I think, 30 people contributing
power to one large motor. For
such an application, designing
an efficient mechanical solution
is not trivial.
But for general-purpose solo
bikes, the issue of efficiency
really does make it a non-starter
with today’s technology. The
idea has been pursued for
over a decade at the Technical
University of Bern in Switzerland
by Dr Andreas Fuchs, through
several working prototypes.
According to Bicycling Science
they estimate overall efficiency
of around 50% with ‘affordable’
components rising to a maximum
of 80% with the best high-cost
technology: that compares
with around 98% for a good
chain drive. Dr Fuchs believes
that velomobiles might also
be a possible successful area
of application with further
development.
More details: see
http://en.wikipedia.org/
wiki/Series_Hybrid_Cycles
As with all-electric drive,
hydraulic drive systems hold out
the tantalising prospect for cycle
designers of just some flexible
hoses connecting pedals and
wheel.
A hydraulic pump at the bottom
bracket and a hydraulic motor
at the wheel – it seems simple,
and indeed it’s not impossible,
as proven by several working
prototypes over the years. But yet
again the problem is efficiency.
Bicycling Science puts a figure
on it: even the best hydraulic
pumps and motors are no more
than 90% efficient, so overall
efficiency can be no more than
80% or so – almost literally like
pedalling through treacle!
ABOVE: Around 300% is
the gear range you need for
sporty riding round town.
The Bridgestone Moulton, as
reviewed in Issue 16, achieves
shifting. You can change gear while
moving, while stopped, while
pedalling under load or when
eased off. You can back-pedal
whenever you like.
That’s not the case with all
hub gears, and it’s certainly not
the case with derailleurs. While
Shimano and others have made
major improvements in ease of
use, derailleur gears do require
a bit more skill and care. The
combination of front and rear
changers is also confusing to many:
hub gears just tend to have a single
twist grip to take you through the
whole range.
 Maintenance: As a general rule
hub gears are very low maintenance,
and can soldier on for years with
hardly a moment’s attention. But if they do break down
there’s not a lot you can do to fix them yourself.
Derailleur systems require more attention, chain
cleaning and adjustment in daily use, but everything is out
in the open and if something does go wrong it can be fixed
more or less anywhere in the world.
 Frame fit: Some transmission systems require a frame
built for the purpose. Often hub gears can be fitted into a
frame originally designed for derailleurs, for example, but
some fiddling may be required.
 Wheel size: Most transmission systems are designed
for bikes with full-sized wheels (26" to 28"), so when
they’re used on small-wheeled bikes the gearing will often
be lower than intended by the designer. The usual way to
compensate for this is to use a huge front chainring. But
as really low gears are useful and can often otherwise be
tricky to achieve, many riders see this lowering as a bonus.
 Brake compatibility: If you want a rear disk brake, only
a few hub gears offer appropriate mounts – but there are
disk brake hubs for all derailleur systems.
 Shifter types: you may prefer a particular type of gear
shifter, or require it to fit your handlebar setup. There’s
usually a choice between a twistgrip type and a ‘button’
or lever type shifter for most systems, although some hub
gears are more restricted.
Twist grip changers are popular for folding bikes, as
they’re robust and unlikely to be knocked out of position
when folding. They’re less ideal on some recumbents
where the twisting action can inadvertently affect the
steering – bar end or trigger/button shifters may be
better here.
290% using a neat single-ring
derailleur system.
Alternative transmissions
An ‘improved’ bicycle transmission is truly an inventor’s
favourite, and jaded cycle journalists often joke that a
trade show’s not a proper trade show without at least
one novel transmission system. Unfortunately, most of
these systems are solutions looking for a problem, as
the chain system is already very good. Add a chaincase
A LT E R N AT I V E T R A N S M I S S I O N S
DIRECT DRIVE
It almost doesn’t qualify for inclusion, it’s so radical…
but the ‘Direct drive’ concept does away with one of the
primary tasks of a normal cycle transmission, transferring the
power from bottom bracket to rear wheel, by completely
rearranging the bike. Rather like a geared penny-farthing
but more practical, the idea was floated in the late ‘90s
by Thomas Kretchmer, and revisited in our own Issue 8 and
subsequent issues following John Stegmann’s ‘Hub’ bike
design. Unfortunately the concept has floundered: nobody
seems prepared to invest the considerable funds required to
develop a suitable hub gear for an uncertain market. A twospeed design by Jeremy Garnet based on a Schlumpf drive
was described in Issue 12, and the new Schlumpf unicycle
hub would also be perfect. Perhaps technology transfer from
the growing unicycling movement holds out the best promise
of progress.
Schlumpf Drives: Tel +41 81 723 8009 or see
www.schlumpf.ch
(see Issue 19 p. 28) and it’s very good indeed.
Nonetheless, you can’t keep a good inventor down, and
to be fair some of these systems do offer real benefits.
Unfortunately they also have drawbacks (and costs)
which usually outweigh any improvements, and with the
possible exceptions of shaft and belt drive, both available
commercially on a relatively small number of bikes, none
have yet caught on. We’ve covered some of the more
common proposed systems in the box-outs throughout
this report. We’ll also cover some more unusual designs in
the hub and derailleur gear Guides in future issues.
I’d recommend that any prospective transmission
inventor first get hold of a copy of Bicycling Science, third
edition, by David Gordon Wilson, ISBN 0-262-73154-1. It
provides experimental results for the efficiency of many
mechanisms and reading it should save considerable
wheel – and transmission – re-invention.
55
Think out of
the box...
YEAR'S INTRODUCTORY SUB
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INTERNATIONAL DISTRIBUTORS:
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Germany, Austria, Switzerland:
Kalle Kalkhoff, KS&P, Donnerschweerstr. 45,
26123 Oldenburg, Germany.
Tel 0441 8850389 E-mail [email protected]
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Minneapolis, MN 55408, USA. Tel 612 827 8000
Fax 612 926 0719 Website www.calhouncycle.com
Belgium: De Groene 2-Wieler: Brugstraat 35,
9260 Wichelen. Tel/Fax 052 426 764
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Sweden: Veloform, Kustgatan 15, 41455 Göteborg.
Tel 031 704 4122 Website www.veloform.se
Denmark: Cykel-Optimisten, Tranevej 15,
DK - 8700 Horsens. Tel 8794 6244 Fax 8794 6245
Mob 2876 0098 Email info@cykel-optimisten
Website www.cykel-optimisten.dk
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Japan: Cycletech IKD,
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Website www.ikd21.co.jp for full contact details.
Dealers include:
The bike-friendly way
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D-Tek (nr Cambridge, UK)
Bikefix (London, UK)
Bicycle Workshop (London UK)
Velorution (London, UK)
Kinetics (Glasgow, UK)
Wallingford Bicycle Parts (New Orleans, USA)
Cambie Cycles (Vancouver, Canada)
Urbane Cyclist (Toronto, Canada)
Fairfield Cycles (Victoria, Canada)
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Calhoun Cycle Recumbents & Folders
www.calhouncycle.com
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small tyres from a BIG name
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The ultimate touing tyre, with
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Transform your bike
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An Xtracycle makes it easy and fun for you to
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Carry huge loads on its deck and in its
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give you even more load carrying possibilities.
Get your favourite bike mechanic to fit an
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Uni
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by unicyclists
Loads Better are bringing the Xtracycle to
Europe. Phone us on 0845 868 2459.
Join the Xtracycle subculture
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First issue of Uni is on sale from mid July at related events,
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OK, this one’s
not from Hase.
It’s the Duet.
It’s now made by
FREEWIEL
TECHNIEK
www.londonrecumbents.com
[email protected]
020 8299 6636
Winter opening : 10am till 4pm
Inside a traffic free park.
UK main dealer for HASE. Test rides available Mon thru Fri. W/e by appointment.
Wide range of adaptations for special needs. Also bikes by Freewiel/Hoening, Challenge, Pashley etc.
Fun riding...
PB168: £595
...easy price!
TW Trike: £999
the
story
sturmey-archerheritage.com
continues…
sturmey-archer.com
Recumbents made affordable
the original and best since1902.
PMS, Unit 24 Hammond Close, Nuneaton CV11 6RY
Tel: 024 7632 9841
Fax: 024 7632 9914
E-mail:[email protected]
Web: www.uk-recumbent-bikes.com
€2495
HalideSystem 2006
M5 • Challenge • Nazca • HP Velotechnik • Optima • Rainbow • Sinner • Hase • Azub • Leitra • Catrike • Alleweder • 30+ models always in stock • Friendly service • Guided daytrips
The ideal place to try, hire and buy. Big choice. Best value.
CATRIKE Road €2495
Day hire €29
Day hire €37
Y OU ' VE
READ THE REVIEWS ... Now check for yourself!
Hire prices from only €25 per day
Prices corect at time of going to press
CHALLENGE Fujin €1890
Day hire €29
NAZCA Paseo €1825
Day hire €29
T EST RIDE a wide range of recumbent models
around a quiet square in west Amsterdam.
R ENT A ‘ BENT Our shop is also an excellent
starting point for many enjoyable rides. In
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recreational area of Spaarnwoude and all the
way to Zandvoort on the coast.
G UIDED TOUR WITH LUNCH on first
Sunday of every month (weather
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T EST
RIDE , G UIDED T OUR
OR H IRE IN T HE UK?
,'
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mobile 07981 430159
EDINBURGH’S PARKS+CYCLE PATHS are the
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Groups of 2 or 3. Nazca + Challenge bikes.
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Metal Halide
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NAZCA Fuego €1795
The velomobile
Why wet and cold
on a bike?
6000 volts ignite the Lumicycle Arc
Lamp to produce Bluey Bright
White Light equivalent to
40 Watts of Halogen making it
the perfect choice for High Speed
Road Riding. New Hi-Performance
Li-ion batteries give even greater
light output and burn times with
reduced weight and are available in
bags or bottles and a range of sizes
Elite, Pro and Endurance with run
times of 2½, 5 and 7½ hours.
CNC machined aluminium lamp
housings come with Quick Release
brackets and in a range of colours.
Lamps come in 6° or 13° beams for
Road or Off Road Riding. All systems
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Configure and Order your system on
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DISTRIBUTERS AND DEALERS WANTED
A hand driven tricycle with
recumbent seat for
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also for persons with
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A highly
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A quadric cycle for two persons
from 120 cm up, to enjoy the
utmost pleasure in sightseeing,
exercise, and rehabilitation.
A practical folding
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A performance
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ROAD/TRAIL/CITY
www.pacific-cycles.com
To Morocco...or the supermarket
Elite 440g (2.5 Hours)
Pro 670g (5 Hours)
Endurance 890g (8 Hours)
Photo: Ken Looi
Moulton| Brompton | Dahon |Giant |and
Bike-hod |Burley| Doggy Ride| Roland Trailers
Bikes&Trailers
Manufacturer and supplier of the Bike-Hod carryall trailer
www.BikesandTrailers.com
email [email protected]
telephone/fax +44(0)1273 480479
Check the website at
bhpc.org.uk or contact
Rob Gillions, 53 Moss Lane
Hesketh Bank, Preston
PR4 6AA
E-mail [email protected]
Phone 01772 814 257
£269-99
£299-99
£329-99
Full range of great value Li-Ion and NiMH
systems, tail lights, helmet kits etc
also available.
www.lumicycle.co.uk
email: [email protected]
For your free brochure
or to order call
tel: 0870 757 2229
FROM DARKNESS INTO LIGHT
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Optima Hopper
Tel. ++(0) 49 2309 782582
Fax. ++(0) 49 2309 782586
Optima Orca
Hase Kettwiesel
North-East England’s specialist bike shop
Bridgestone Moulton
Moulton TSR 30
Recumbent bikes and trikes from
Optima, ICE, Hase and Anthrotech.
Also
Brompton, Birdy and Moulton.
Learn to ride a recumbent.
. Traffic free riding on Route 21 of
The National Cycle Route.
For details visit our website or
telephone
01342 822847
FutureCycles Limited,
Lower Square, Forest Row, East Sussex, RH18 5HD
Brompton dealers & specialists
Dahon folding bikes
Challenge Recumbents
Trice Recumbents
Carryfreedom and Radical trailers
Carradice & Ortlieb bags
We ONLY sell things we like!
NORMAN FAY Cycles
134, Dean Road, South Shields
Near Chichester Metro Station
0191 456 1055
[email protected]
www.normanfaycycles.co.uk
All 2006 MOdels in
stock FROM £1200
We endeavour to offer the fastest
delivery on these products.
We can now also offer a 90-day
frame‑swap-out service.
full written details on request
Long term hire scheme
now available on these ICE models!
full written details on request
Secondhand
recumbents
bought
for cash!
No part
exchange
required!
We now offer an information hotline covering:
• Specification of machines
• Spares, parts and accessories
• Tools, fairings, panniers, racks
• Kits, framesets, new and used machines
• Car transport systems suitable for HPVs
• Road tests, reports, magazines or books
• Used price valuation guide (please state
your model/year/spec)
• Some things old, some things new
• If you would like to go on our mailing list
or have a specific request please write a.s.a.p.
USED STOCK LINE
LATEST INFO ON
01353 648 577
D. Tek HPVs, FREEPOST, Main
Street, Little Thetford, Nr. Ely,
Cambridgeshire CB6 1BR.
Tel 01353 648 177
Fax 01353 648 777
E-mail [email protected]
We look forward to hearing
from you very soon.
?
CYCLE
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www.
D. Tek for RECUMBENTS