The northeast United States has long been in need of a consumer bike show, but that will soon be remedied with Bilenky Cycle Works teaming up with the Bicycle Coalition of Greater Philadelphia to bring all manner of cyclists together under the roof of the 23rd St. Armory in downtown Philly.
Dirt Rag and Bicycle Times will be there too, this is a wonderful chance for the northeast cycling community to get together, and we wouldn’t miss it.
For more info see the website at www.phillybikeexpo.com.Tweet
Word travels fast in the local bike community, and within a few hours the virtual watercooler had spread the news of a cyclist hit and killed by a truck just a few miles from the Bicycle Times office.
7 o’clock in the morning…52 years old…3 kids and a wife. Driver of the truck hasn’t been charged. Police say he “may have been distracted.” I can bet the words “i didn’t see him” were used by the driver.
When I was hit years ago, the driver was charged with nothing. When my co-worker Justin was hit from behind, the driver was not charged. Both drivers “didn’t see” the other road users, and this seems to be a good enough excuse to not take responsiblity for the huge peice of machinery they were driving.
What a shame. My heart goes out to Don’s family. I can’t imagine what they are feeling right now.
Stay safe out there everyone.Tweet
I’ve had the Endura for a good bit of time now, evidenced as I looked through my folder of images for this blog. The first shots show evidence of the the huge snow storm we had at the end of winter, and the latest are all sunshine and green.
Anyway, the words have been written and the magzine is off to the printers. Thought i’d talk about a few things I didn’t have room to discuss in the review.
First the saddle, a Selle San Marco Ponza Power.
I didn’t even think about this saddle until my third ride…it was that comfortable for me. In fact the only time I thought about it was when I was carrying a good bit of weight on my back. Great choice for a bike like this—light but still supportive, and not a floppy gel saddle.
Second, perhaps a BB30 explination is in order.
BB30 is a new bottom bracket standard that is being adapted by more and more manufacturers. It eliminates the threaded shell and replaces it with oversize bearings pressed into the frame, eliminating the need for the now-common exteral cups. it also creates a larger diameter shell for more surface area for joining frame tubes. These changes should lead to the the ever-sought pairing of a frame that is both lighter and stiffer.
What did I think of the rest of the bike? Check it out in upcoming issue #6 of Bicycle Times. Look on the newsstand starting June 8th. Bicycle Times is avaliable in national chains such as Barnes & Noble and Borders, local book sellers, grociery stores and bike shops.Tweet
A quick glance around just about any metro area in the U.S. now reveals a spate of color-coordinated, simple-looking singlespeed bikes. It’s obvious Trek has noticed this trend, and the District steps up to the fashion plate with more than just good looks an a single gear ratio.
An aluminum frame, carbon fork and deep-section rims add up to a stiff ride, tempered a bit with the flat-resistant 700x25c Bontrager Hard Case tires. Geometry is on the quick side, similar to a road racing bike, and combined with the narrow bar, threatened to bring out my inner traffic scofflaw. On the practical side of things, the frame has clearance and mounts for full-coverage fenders and a rear rack, and even includes a bell for pleasant interactions with pedestrians. All in all, a fun bike to zip around the urban landscape.
A Gates Carbon belt drive stands in for the typical chain. Advantages? No lubrication, long life, no mess. Very quiet drivetrain, too. A functional, yet minimalist chainguard, or more accurately, belt guard kept my cords out of the drivetrain works. Gearing can be adjusted up or down two teeth—changes larger than that will require a spendy new belt. Personally, the 55×22-tooth gear ratio was just fine for me. As of now, there is no option to convert the belt drive to fixed gear, but Trek hinted at some possibility for this to change in the future.
The track-style platform pedals are a bit on the slippery side without toe clips, and can only be comfortably ridden on one side with them. I swapped them out for clipless pedals—can’t stand toe clips. The outer locking ring on the grips hurt my hands on longer rides. This might have something to do with the narrow bars, as I’ve ridden many miles on mountain bikes with locking grips with little complaint. For those not into the gray and orange, a more subdued olive green and brown option is available. The bike came stock with the stem in a negative-rise position. I flipped it over for a more upright position for the first few rides, but swapped it back over soon after. I liked the stretched-out feeling and zippiness of the lower position.
Trek has three other District models for 2010. Looking to get your fixed itch scratched? Check out the 2nd or 3rd District ($710) for chains and fixed cogs. Aluminum frame not high-tech or blingy enough for you? The District Carbon ($3360) hits all the buzzwords with a carbon fiber frame, belt drive, singlespeed gearing and drop bars.
This bike looks good, and that’s coming from a grumpy earth toner. Who thought all that orange could still look classy? Aimed at the heart of the urban commuting market, the District is not only good-looking, but a solidly thought-out tool for transportation.Tweet
Tester: Eric McKeegan
Country of Origin: Taiwan
Sizes Available: One Size
Melon is a new company, started in 2008, dedicated to 20"-wheeled bikes for recreation and transportation. The folding Slice is their first product. Currently bikes are available direct from Melon, and from a growing nationwide dealer base.
The Slice’s aluminum frame and fork are outfitted with quality components—no corners cut with no-name parts. Shimano supplies the rear derailleur, cassette and brakes; SRAM supplies the shifter and crankset. The 8-speed gearing (53-tooth chainring mated to a 12-25-tooth cassette) yields gear ratios approximately in the middle of a typical 24-speed drivetrain on a bigger-wheeled bike. In laypersons’ terms, the gearing is adequate to keep up with bigger-wheeled bikes, no problem. The single size option is designed to fit riders from 4’8" to 6’3" and is rated for riders up to 240lbs.
The 20" wheels and short wheelbase translated into a fast, nimble bike that felt great zipping around town. The few times I got it up above 25mph it could feel a little nervous, but a gentle squeeze on the very effective brakes would get it back to a more comfortable speed easily. I was perfectly happy with this bike on shorter rides, but the narrow bar and short top tube left me feeling cramped on rides over three or four miles. I am used to a stretched-out position on road and mountain bikes, so more recreational and/or shorter cyclists may not find this to be the case for them.
Melon claims that a 15-second folding time is easily do-able with practice. Release the safety catch on the stem, fold it down, fold pedals up, release catch on the frame, fold and go. Pretty simple. Grab the back of the seat to carry. Unfolding is just as quick, and once locked down, the ride remained quiet and tight throughout the test. Since there isn’t a catch to keep it together in the folded position, a strap while loading it in and out of trains, planes or automobiles would be a helpful thing to have around.
Who rides a Melon? I assumed it was mostly urban-dwelling commuters, but I was wrong. Pilots, people with limited storage and folks wanting a bike always at the ready in a car trunk are all Melon customers. The folding bike idea, and really the small-wheeled adult bike idea, is an interesting concept, and one that I think will continue to attract new riders in the future.Tweet
After much poking around on the internet for a fast and comfortable carbon road bike I set my sights on a Jamis Xenith Endura 1. Jamis was game for sending us a bke to test, and less than a week later a bike box with my name on it darkened the doortep of Bicycle Times HQ.
The Xenith family of road bikes comes in 2 flavors, the race/competion Xenith siblings and their cousins the fitness oriented Xenith Enduras. Jamis has a huge family of road oriented bikes. See the whole family tree here.
A few things set the Endura bikes apart from the race bikes and most other carbon road bkes on the market.
Eyelets for one:
And rack mounts, along with mid-reach brakes which should prove to have room for at least 28mm tires with fenders, 32mm without.
Other features of note:
BB30 bottom bracket and compact 50-34 crank:
A long head tube for taller bar height with a tapered 1.5 to 1 1/8 headset and matching full carbon fork.
This will be my first long term exposure to a carbon fiber road bike. I expect to put plenty of miles in commuting, recreating, and maybe some long distance endurance type stuff too. I’ve already made some parts swaps to get my postion dialed in, namely a 90mm stem in place of the stock 120mm, and a 42cm width handlebar in place of the stock 44cm.
More info, full specs and geometry here. I’m riding the 58cm size should anyone care.
Spring has sprung, I’ve got a fancy new bike to ride, and no rain is forecast for the next few days. Time to ride!Tweet
I’ve got two new test bikes in the stable, and in preperation on an introdutoctory blog I took some photos. My poor old point and shoot has a cracked lcd screen from too many trips floating around loose in my bag while riding. This means I can’t really see what is going on until I download everything, kind of like shooting film…you remember that stuff.
I download the entire memory card and found a few things I didn’t know I had.
A bunch of photos from the Magura press camp last year:
Also some pictures of my kids at some friends’ "Make Your Own Instruments" party.
What does this have to do with bikes? Nothing really, other than the fact it is looking like spring around these parts finally. February brought us 50" of snow, a new record for our area. I hope March will bring us maximum sunshine, and minimum flooding.
Oh yes, test bikes. More on those later, a couple pictures for now.
Notice that odd light in the last phot? It is Sunlight. It makes me happy. It will melt that bike pile of snow in the picture. Spring!Tweet
Most of the bikes I own are quite understated aesthetically. Which makes my affection for the District a bit of an oddity to me.
Seriously, look at all that orange. I love it, but I feel like I should be all grouchy about it.
Hiding under that natty pants guard is a Gates Caron Belt Drive. The future of commuter bicycle drivetrains? Too soon to tell, but the lack of mess and maintance is nothing to complain about.
Looking for more info? Trek’s website is the place to be with spec’s, MSRP, and info about their impressive urban lineup, including the Eco Design, Portland, Allant, valencia, PDX, Soho, and District lines.
Want to hear more about my time riding it? Look for Issue #5 on your local newsstand March 9th. But you are proably already subscribing and will have the issue deleivered by the fearless postal service weeks sooner than that, right?
I’m a curious person by nature, and when the little box enclosing the Melon Slice showed up on the Bicycle Times doorstep I was interested to see what was inside. I’ve had little to no saddle time on folders, other than a short fling in Indianapolis aboard the Dahon Mu Uno from BT #2. To remedy that I built up the 20” wheeled Slice and took it home.
The small size was immediately appreciated. My basement is already full of bikes, and even unfolded the Slice took up much less space than a full size bike, leaving more rooms for piles of dirty laundry and unfinished home improvement projects.
Folded the bike easily fit into the unused space under the stairs, or the trunk of a mid-size sedan with a 16” kids bike with room to spare.
I’m putting the finishing touches on the full review for publication in Bicycle Times #5. Want some more info right now? Check out the Melon website: www.melonbicycles.com.
After a few failed attempts at an end of the first year blog, I decided my level of holiday spirit was not sufficient to do justice to a "hey we made it through our 1st year" blog posting. So instead I’ll talk about a bike, because grumpy or not, I can always write about bikes.
On any given day the outside rack and/or basement of Bicycle Times HQ will have an assortment of commuters. for the most part they are all of similar ilk, cyclocross-y type mounts with drop bars and fenders. Karen talked about her maltreated Mountain Cycle Stumptown a few weeks ago, and Karl posted up info about his LeMond Proprad last week. Following their lead, I present my Steelwool Tweed.
I reviewed this bike in Dirt Rag #138, and liked enough to buy it from the fine fellows at Steelwool. Having a parts with enough bits to build up at least two full 700c drop bar bikes, I elected to send the build kit back across the border to Canada, keeping the frame and fork.
A closer shot of the Tweed in winter mode:
Taking advantage of the eccentric bottom bracket, I’m set up fixed for the winter 42×16. Personally I like brakes, so up front I’ve got a Avid BB7 disc brake. Fenders of course, and a Princeton Tec tail light and Cygolight TridenX headlight keep me safe during the inevitable dark rides home.
So many reason to like this set up. A weekly spritz of chain lube and a few strokes of the floor pump keeps things rolling. The single cable is sealed off from precipitation and road spray and the disc brake provides reliable and predictable stopping in the wet and cold. The full fenders keep me and the bike clean and dry, and there is plenty of room for my studded tires should things get really dicy on the road.
Check out the Tweed at Steelwool’s website.
I’m feeling better now. A good bike will do that for you. Time to wrap this up to finish loading kids and dogs into the car and head off the see relatives for the holidays. Hope you all get some time with loved ones over the next few weeks. Thanks for reading!Tweet
Tester: Eric McKeegan
Country of Origin: Taiwan
Sizes Available: One
Color: Green or Gray
It isn’t often that practical bikes get a second glance. The Cargo T elicited a wide range of comments from seasoned riders (How heavy is it? How much can it carry?) to casual observers (Man, that bike is bright, does it have a motor?). It is an odd-looking bike, part cruiser, part Dutch city bike, and part mini-truck with a ladder rack. The Dutch connection is not surprising; a very similar bike is sold by Batavus, a Dutch company also owned by Torker’s parent company Accell. Regardless of the observers’ background, everyone seems to intuitively understand the beast of burden nature of the Cargo T.
Let’s start with the racks. The front rack is rated to 25lbs., and I’m sure I exceeded that a few times. The rearward tilt to the platform and tall rear support made loading and securing boxes a snap. I was able to carry a case of beverages with a single strong bungee cord, and found the handling to be quite acceptable when loaded. The steering response was spot on at anything above walking speed. At lower speed the front end had a tendency to fall into turns. Not really a big problem, just something to pay attention to when loaded. The rack will soon be available separately for $50.
The extra-long rear rack is rated to 40lbs. and uses oversize (M6 versus the standard M5) mounting bolts at the dropouts. I honestly expected the very sturdy-looking rack to be rated to carry more weight, although in personal experience, loads much over 40lbs. are not much fun to carry on a rear rack. I used an older Jandd pannier to carry stuff, and had to add a loop of wire to the lower part of the rack, as there is no mounting point for the bottom hook on the bag. Torker knows about this issue and is working on a redesign. Overall, the racks work very well to carry a bunch of stuff, and with the addition of a few straps or bungees and a basket or bags, make for a super-versatile errand runner.
The riding position is decidedly upright, and combined with the flat pedals, chainguard and fenders, it’s very easy to hop on with whatever you are wearing. The seat is wide and soft—I found it fine for shorter rides, but my wife hated it. The step-through frame makes it easy to, well, step through when the rear rack is piled high, and also made modest riding while wearing a skirt possible, according to my significant other. The oversized steel frame was surprisingly stiff; the lack of a top tube made me think it would wind up a bit when loaded, but it showed no signs of flexing. I expected a harsh ride to accompany the stiffness, but the coil springs on the saddle and wide tires offer plenty of compliance. The upright position should make for a good fit on the single size for folks from about 5′ 4" to somewhere over 6′.
No two ways around it, this is a heavy bike. We (as in the collective American cycling populace) need to get over our fixation about this, particularly on bikes that will never be raced. On the Torker this weight adds up to a sturdy bike with little need for routine maintenance. The Shimano 3-speed hub was set-and-forget throughout the test, and the ability to shift while stopped or coasting was a welcome change from the derailleur-based drivetrains on my personal bikes. Gear range was just fine; once in a while I wished for a lower gear when climbing the steep hill up to my house, but other than that I thought little about it. Those looking for super-low gears to crawl up hills will be disappointed though. I did need to back off pedaling pressure a bit to downshift, but overall the internal hub experience was very positive for me. Makes me wonder why I’ve always settled for either one or 16+ speeds.
The wheels use a sturdy set of Alex DM350 rims, which look as beefy as the downhill mountain bike rim I use on my personal cargo bike. Short of being run over with a car, I don’t see these needing to be trued for a long time. The 26×2.0" tires are a good mixed-surface tread; it would be nice to have a puncture-resistant belt in there, but the thick rubber has fended off all road debris so far. The steel fenders did a better job of keeping water off me than any of the fancy thermoplastic ones on my own bikes, most likely due to the mounting hardware that attaches to the outside of the fender, not inside where it can spray water out the sides and onto feet and shins.
The brakes are designed to need little maintenance, and work well in all weather. The rear coaster brake took some getting used to, and I still sometimes inadvertently apply the brake when hopping a curb. The front brake is a Shimano hub brake. It works, but it honestly reminded me of the brakes on my steel-rimmed ’80s 10-speed. They do their job, but those looking for disc brake or even V-brake power will be disappointed. In their defense, this bike is not designed to be a performance bike, and I never had a problem stopping from the relatively casual pace this bike is most suited for, even loaded up on steep hills. Plan ahead for sure.
Two nice features work together to make loading and unloading cargo much easier. The first is the two-legged "center stand" that keeps the bike perpendicular to the ground when parked, and much less apt to flop over when cargo is added or taken off. The second is the Shimano headset lock. When twisted to the "on" position, the front wheel is prevented from moving—very nice for loading a bunch of stuff on the front rack. There is an internal clutch that lets go with a series of clicks when you turn the bars sharply, a good thing to remind you to turn it off before riding. Center stands will be available soon for aftermarket sales at $30 or so.
In the negative column, the inexpensive 1" threaded headset and non-cartridge bottom bracket are not on my list of low-maintenance items. Both can be replaced with a more durable unit should they go bad, but they seem out of place on a bike that is otherwise well spec’d to handle use by casual riders that have little interest in maintenance. The chainguard is great for keeping the chain from eating your pants, and offers some shielding from road spray for the chain, but a full wrap chainguard (including the backside) would really seal the chain off from the elements and greatly extend the life of whatever lubricates it. The other complaint I unearthed on the interwebs was the lack of a generator light, something that is stock on the Batavus model. The mounts are still there on the Torker, so adding one would be pretty easy. Swapping out the light for a front brake and a multi-speed hub was a wise choice for the hillier terrain that is often found in American cities.
Overall, I’d love to have a bike like this in my stable. Simple to operate, easy to ride in street clothes, low maintenance, and plain enough to not attract thieves. I found myself grabbing the Cargo T before anything else I own for trips three miles and under. I did ride it back and forth to work a few times, but the 14-mile round trip is better suited for something more speedy. At first glance the $600 price might seem a bit high for a three-speed, but the versatile cargo racks and very well-thought-out parts selection make the Torker an investment that should easily pay for itself in reduced mileage on your car, particularly when the load hauling ability is taken into the equation. For those not into the green color, a very subdued grey is available.Tweet
Electra has a new line of bikes for 2010. Ticino joins the family with seven men’s models and five women’s models, from the basic singlespeed Ticino 1 to the top-of-the-line Ticino 20D with a Shimano 105 grouppo. All models are equipped with fenders, and while the Ticino’s seatube angle is very relaxed, it is not as laidback as the "foot-forward" geometry found on the rest of the Electra line-up.
I rode a Ticino 18D, which is just one model down from the top. The $1500 price tag sounds a bit steep, but this is bike has a level of detail rarely seen outside a handmade bike show.
I could go on an on about the small details of this bike, but that would take way too long, so I’ll hit some highlights.
The crank is a modern interpretation of the famous French TA crank, but with modern shift ramps and pins on the chainrings. Hammered aluminum fenders cover the skinwall tires, which are mounted to a wheelset with high flange cut-out hubs complete with grease ports. Skinny steel racks are mounted front and rear (my tester didn’t have these) and leather is used for the grips, toe straps, and shoe guards on the chrome toe clips. These shiny chrome and alloy bits are hung on a Pistachio-painted aluminum frame. The only part that looks slightly out of place are the trigger shifters.
While hefting the Ticino into the back of the van for the trip back from Outdoor Demo I was impressed with how little it weighed. No scales were included with our Vegas rental house, but I’d estimate the weight to be in the low 20’s. The low weight combined with a relaxed upright position made for a fun and fast ride in traffic and around town. Handling was surprisingly quick, and combined with the road bike-like acceleration, made it easy to slice and dice my way through traffic. This quick handling (probably the result of a highly raked fork) might make it a bit of a handful at high speeds, but I doubt this bike will see many mountain descents.
So, is this bike a classic interpretation of a flat-bar road bike, or a modern interpretation of a classic upright touring bike? Does it matter? I certainly didn’t worry that much about how to classify this bike. You shouldn’t either. It is ideally suited for those looking for an upright position and classy looks, but who want to avoid the sluggish nature that usually accompanies this style of bike.
Find out more at www.electrabike.com.Tweet
Once again Interbike is nigh. The entire staff of Dirt Rag and Bicycle Times will be headed out west to the desert to cover the show from a multitude of angles. Expect social media posts, blog entries on both web sites, photo galleries and even video!
So what do I expect to be hot this year? I’ll break it down for you.
On the Dirt Rag side of the coin I expect a multitude of 5-6” travel bikes, in various configurations. On the lightweight front, there are carbon frames showing from many companies, and with continued weight reduction of components, 25 pound 150mm travel bikes are going to be more and more common on the trails. At the other end of the spectrum, I’m anticipating some more burly all-mountain bikes, at home on the trail, but slack and sturdy enough for a day on the lifts or even some DH racing on non-gnar courses. The rising popularity of these bikes, combined with more Super D type races, should keep the category super-competitive. This is a great thing for consumers.
I’m also excited to check out the return of Breezer mountain bikes. Unlike some of the other recently resurrected brands, Joe seems to be sticking to his roots, which are steel hardtails, which is fine by me.
The 29er market will continue to march along with lots of new full suspension bikes between 100-120mm of travel. Marzocchi has a 140mm fork on the market, which coincides with the release (finally) of the Niner WFO, one the longest travel (140mm) 29ers to date. Devon Lenz (Lenz bikes owner and builder of some of the first long travel 29ers) is rumored to have an as yet unnamed, Manitou XXXXX equipped 29er DH bike at Dirt Demo, I am rumored to be stashing some body armor in the van for a shuttle run. Hardtails are not forgotten here, with a few new carbon frames ready for 2010. Quite a few new tires too.
The third way wheel size; 650B, is not just staying alive, but growing, something a bit unexpected due to the economy and the continued argument over the need or functionality of this tweener size. At least 2 more companies will test the waters with full suspension bikes (Jamis and 650B stalwart Haro, Ventana was on board with a full-suspension bike last year) and KHS will have at least one hardtail joining Haro, Soma, Rawland and a few others I’m probably missing. Plenty of tires and rims out there, frames are getting plentiful too. Additional fork choices could push 650B to the next level. I’m a fan, and would like to see more development for this promising wheel size.
Parts and accessories are always a great place to be surprised, both pleasantly and not so much. I’m hoping for more adventure type gear, things like packs, lights and clothes designed for the long haul. Lots of cool smaller details to be seen with parts, often small design tweaks that give me a “ah ha! Why didn’t I think of that” moment.
Switching gears to Bicycle Times, we’ve got tons of things to cover too.
Cargo. As the resident cargo-bike aficionado I’ll be keeping a close eye on the show floor for any and all load carrying devices. Xtracycle just released news of a new kid seat for their long tail cargo bike, the Pea Pod LT. Rans will display their long tail again this year, the Hammer Truck. I’m hoping to score a loaner for commuting duties to and from the show. I’m positive other goodies will be easy to find.
City bikes continue to grow, in both popularity and diversity. There is sure to be more completely equipped commuters, with lights, racks and fenders, and more stripped down custom-look fixies. Plenty of bikes in between too.
The practical road bike seems to be returning, with bikes like the Raleigh Clubman I tested in BT #2 leading the way. I predict more non-racing road bikes to be all over the show, with room for fenders, bigger tires and perhaps a rack to partner with more relaxed geometry to make a fine all-purpose steed.
Riding clothes that function well both on and off the bike should be easy to find here too. As more people use their bikes for transportation the demand for less geeky clothing has grown. Clothing manufactures will meet the needs of this emerging market with non-flashy garments cut for riding and walking made from materials that are sturdy and stylish.
Touring bikes seem to be coming back too, we’ll keep out eyes peeled.Let’s see, what else? Maybe some electric bikes? Blasphemy or the wave of the future? Recumbents? Cyclocross? What do you want us to cover?
Feel free to contact us, we’re always glad to hear from readers. We can be phoned, emailed, contacted in the forums, postal mailed, commented below, Facebooked, My Spaced, or Twitted. Are we missing anything?Tweet
We are less than two weeks away from the 5th annual BikeFest here in Pittsburgh. What is BikeFest? Probably best to let BikePGH explain it: “BikeFest is Pittsburgh’s biggest cycling event for cyclists by cyclists. It’s BikePGH’s annual celebration of bicycling, showcasing Pittsburgh in all of its uniqueness and beauty. It is not an organized event, but a framework for volunteers and organizations to organize bicycle-themed events. Whether you ride everyday, the weekends, or just always wanted to try, BikeFest has an event for you!”
There are some really great events planned, I’ve picked out a few to highlight below.
August 14-Friday—BikeFest Kick off and Fundraiser Party, with DJ’s , good food, and great local beer. Tickets and more info here.
August 15th-Saturday—Bicycle Times Magazine PAPA Ride—Our fearless publisher has planned a ride to PAPA’s (Professional and Amateur Pinball Association) World Pinball Championships
August 22nd-Saturday—Historic Bike Tour of Industrial Pittsburgh—Join Rivers of Steel National Heritage Area on a historic tour of industrial Pittsburgh.
Plenty more rides, hash rides, racing on the track, the streets and woods, more themed rides, mobile bike repair stations, bike polo, the list is long, with multiple events each day. A truly good time can be had by any type of cyclist.
Click here for the calendar of events, or just click the image below.Tweet
I’ve always been a bit of a tinkerer, and owning something like an Xtracycle LongTail cargo bike feeds into my need to build and experiment. More information on the LongTail idea and its open source design info can be found at this link.
I’ve struggled a bit with bringing my two kids along for rides in the city. On bike paths, our trailer is fine, but the hilly and beat up streets in the city have frustrated me while pulling the trailer. Slow handling and the tugging of the trailer over uneven pavement and limited cargo space lead me to consider other options. I’ve had this Xtracycle for a number of years, and tested the Surly Big Dummy and wrote a product review for Dirt Rag last year, so I was aware of the LongTail’s ability to haul a lot of stuff in the city with little hassle. Why not children instead of stuff?
There are some plans in the works for a multiple child carrier from Xtracycle, but I didn’t want to wait. So I started to design. After a few measurements from my kids and the Xtracycle, I had a rough sketch.
I started with ½” plywood, reinforced with two 1×4 pine boards. Some work with a jig saw and the rough outline of the base was done. I removed the plastic SnapHooks from the stock wooden SnapDeck and installed them in the new base after drilling and countersinking the mounting holes.
Next step, children. I put them both on and marked locations for seat back. I uncovered enough 1×4 boards in my leftover lumber pile to make the bulk of the backs and sides. A few revisions later and out to the back porch cardboard paint booth for a coat of primer, a coat of safety orange and a final coat of shellac.
Happy with the results after mounting it up with the kids, I started on the padding. The backs are padded with a couple of $2 pillows from Ikea, and the leftover scraps of a blue closed cell foam sleeping pad handle the bottom and sides. Not super pretty, but the kids are comfortable and from 20 feet looks quite nice. I may upholster the whole thing in the future, we’ll see.
Last but not least, safety straps where fashioned from bits and pieces from REI, my only real expense for the whole set-up, and under $10 at that. I do need to add some sternum straps, the shoulder straps are able to slip off to the side as-is.
Preliminary results are very promising, both pilot and passengers were very happy during the maiden voyage. I see adventure on the horizion!
Tester: Eric McKeegan
Country of Origin: Taiwan
Sizes Available: 50, 53, 55, 57(tested), 59, 62cm
What makes a bike practical? There are plenty of ways to debate the definition of practical when it comes to bikes, but my criteria are the ability to handle tires over 25mm wide, full fender clearance, and the ability to carry stuff, usually on a rack. The Clubman passes all three tests. The brakes have room for at least 32mm tires, 28mm with fenders, and the frame has mounts for fenders and a rack. Seems simple, but the list of drop bar-equipped road bikes that have these three features is tiny compared to the overall racing-influenced road market.
The frame gets a butted Reynolds 520 tube set, a wise choice for comfort. Might want to squirt some rust preventative in those ferrous tubes—I have some surface rust forming around the vent holes after riding the bike through late winter and into spring on wet and salty roads. The frame is nicely outfitted with rack and fender mounts, a pump peg, downtube shifter bosses and some of the longest semi-horizontal dropouts I’ve ever seen, handy for fixed/singlespeed conversion should the need or want arise. The fork is a box crown affair, also in steel.
Compared to Raleigh’s more race-focused bikes, the Clubman has 17mm longer chainstays (425mm), one degree slacker head tube (72.5°), 7mm more bottom bracket drop (75mm, or about 261mm BB height depending on tires), and 5mm more fork offset, all adding up to a 28mm longer wheelbase. Longer and lower leads to stability and surefootedness.
Over the course of the test I did a good bit of commuting and some longer rides at a brisk pace. The springtime road conditions were rough with plenty of cracks and potholes. The ride was never jarring, and the stable handling and more upright position relative to a more racy bike gave me plenty of confidence to keep my speed up on rough descents. I enjoyed high-speed turns on this bike; it was very stable and held a line, even over broken pavement, probably somewhat attributable to the lowish bottom bracket and longish chainstays.
Working together, the frame and fork create a pleasantly comfortable ride without some of the whippy-ness I’ve had with other less robust steel frames. At first I attributed this to the stock 25mm Vitorra Zaffiro tires, but the ride remained compliant after I installed some 23mm treads. Loaded with a day’s commuting needs (laptop, clothing, and tools) in panniers, the Clubman was steady and calm with little sign of flex, a good indicator that some light touring would be a pleasant experience.
Shimano Tiagra makes up the bulk of the drivetrain, with a compact crank in 50-34t being a particular standout for me. The shifters have inconspicuous shift indicators, something I expected to dislike or ignore, but after years of riding bar end shifters, which provide some visual indication of gear selection, I found myself glad to have them. The hoods are large, but not bulky feeling, and combined with the Avenier flat top ergo drops, make for a comfortable cockpit. The Brooks Swift saddle was a surprising addition at this price point, and may make for a great choice for many riders, but my rear end never warmed up to it. Yes, I used Proofhide, and, yes, I gave it over 300 miles worth of chances to break in. Just not my slab of animal hide.
The wheels are 28-hole Freedom RLX 1.9 rims laced to Joytech sealed bearing hubs. The rear wheel needed another round of tensioning to stay true, but after some work with the tensiometer it hasn’t needed any more. These wheels may not be robust enough for heavier riders or touring loads, particularly the rear one. Not a knock on the rims—they are well-suited to unloaded use on the road, just something to think about for those wanting to carry some extra stuff. The rear hub developed a growl-y noise when coasting; a quick inspection traced the source to the cassette body. I dripped some lube past the seals and it quieted down, but it is something I would keep an eye on, although there has been no noticeable slipping of the drivetrain. One last little annoyance: the rear wheel slipped in the dropouts until I replaced the rear external-cam skewer with a Shimano internal-cam type. The next round of Clubmans will have hubs with more aggressive knurling on the ends, which should help keep the wheel in place.
The Tektro long reach brakes did a fine job controlling speed in a predicable manner, even when wet. I needed to dig out shards of rim material from the brake pads a few times, not sure if this was the fault of the pads, rim or both. After some initial trouble with the rear shifting, which I traced to the wheel being all the way back in the dropouts, the shifting was low-effort and accurate once I seated the wheel more forward.
Climbing was not unpleasant, perhaps handled in a businesslike manner is the best way to describe it. While not being super-light or super-stiff, the Clubman was certainly not slowing me down climbing and I was surprised to find it weighs 24.5lbs.—it rides much lighter. I liked the compact crank and the smaller ratios it provides. It allowed me to stay in the big ring longer, and got me lower gears without a wide ratio cassette. I’ve come to appreciate closely spaced road cassettes, as having the just right gear for battling headwinds or long straights is a lot better that bouncing around between a gear just a little too high and next one a little too low.
The grey paint with silver lettering is nothing short of classy, and looks good with riding duds or street clothes, something rare in this era of race-replica graphic treatments on most road bikes. The ergo-bend bars look a little out of place, as I think a traditional-bend bar would be more in line with the look and feel of this bike, but I won’t protest too much; these ergo bars, unlike most, worked fine for me.
There really aren’t that many bikes on the market like the Clubman. It’s a shame really. I think more recreational riders could benefit from road bikes that are outfitted for more than just a spin down the road in good weather or perhaps a citizens’ race or two. The Clubman departs from the go-fast focus with some well thought out details intended for users with practical leanings. It takes a page from ‘70s and early ‘80s road bikes, and updates the idea with modern frame geometry and components, without losing the practicality that has kept many of those bikes on the road today. Equally at home on a sporty ride or a foul weather commute, the Clubman strikes me as a fine gentleman’s, or, ahem, gentleperson’s road bike.
Another entry to the burgeoning cargo bike scene in the US, The Cargo T is based on a model from Batavus, a Dutch company that is under the same corporate umbrella as Torker. The Cargo T utilizes a simple step through steel frame with some serious rack action going on, both front and rear.
Preliminary results with a case of 16 oz returnables (woah, I think I’m turning into my father!) are promising, with the 3 speed hub providing just enough gears to get up the steep hill to my homestead. A rack full of child resulted is positive results from both the pilot and passenger.
Some well thought out accessories included to make loading and unloading easier.
The centerstand creates three points of contact for stability when parked.
Shimano headset lock. Twist to keep the front wheel from flopping around and dumping the cargo.
Look for more here, on the BT website, and in Bicycle Times #3 (on the newsstand September 8th!). More info on the Cargo T is available on the Torker website.Tweet
Last weekend was the 12th annual Cirque du Cyclisme in Leesburg, VA. With events planned for Friday through Sunday, we made plans arrive early Friday morning. The wife and kids decided to make the trip with me, and the four of us loaded up the family sedan very early Friday and drove south to meet up with Maurice and the Dirt Rag/Bicycle Times van.
A few relatively pleasant hours later we arrived and walked into the hotel lobby which was already filling up with vintage bikes. Friday’s events consisted of registration, the Sheldon Brown Memorial Fixie Ride and a Charity Auction in the evening. A mid afternoon downpour kept some but not all fixed riders under cover, and about half a dozen intrepid souls set out, all sans fenders to ride and remember a founding father of the modern day fixed movement.
The auction was a busy evening, with everything from toeclips to complete bikes auctioned off, with the proceeds going to Bikes for the World and the US Bicycling Hall of Fame.
Saturday morning was sunny and clear, and some of those classic bikes went out for a spin.
Dave Wages, Jan Heine, and Peter Weigle presented afternoon seminars, which rolled into an evening of meeting the builders and awards reception.
Sunday morning had more riding, followed by a trip down the road to the county fair grounds for the bike swap and vintage bike show. Quite a few vendors were on hand, selling parts to put the finishing touch on your latest classic restoration, or a bike on which to base your next restoration.
The vintage bikes were grouped together by time period, and awards were presented for each era. There was also a large contingent of modern builders represented with modern interpretations of classic styles. See the list of winners here.
Parked outside the venue was this great traveling museum.
Next year is already in planning stages for an early June event. Those of you with an appreciation for vintage bikes will be pleased with the both the bikes presented and the knowledge of the attendees. Lots more info and pics are linked here.
Le Cirque du Cyclisme!
What is it? Good question. How about this description form the official website: Celebrating Vintage Lightweight Racing and Touring Bicycles and the Artisans Carrying on the Traditions.
Sounds like our kind of party!
So we are headed down to Leesburg, VA to see what there is to see and introduce new folks to Bicycle Times and Dirt Rag.
The schedule of events includes a Sheldon Brown Memorial Fixie Ride on Friday, a number of seminars by the likes of Dave Ellis (Ellis Cycles), Jan Heine (Bicycle Quarterly) and Peter Weigel(renowned frame builder), and a bike swap and classic bicycle show on Sunday, there should be lots of things to keep the classic bike fan very happy.
It seems like the web editorial schedule at the office here always has my contributions coinciding with other important things. Today’s for instance. As I write this on Thursday, Bicycle Times #2 is being finalized, literally as I type. Last minute corrections, ad placements and fact checking keep the office hopping. To add to the sense of hustle and bustle, I’ve got a little ride planned tomorrow morning at 5:00am. 400 miles of unsupported riding in the rain. More info here. As you can imagine I’ve still got a few things to pack. So if this seems short, bear with me.
I needed to build up the bike I’ll be riding tomorrow from the bare frame. I decided to do this at home, as all my parts were there. Over the last few months I’ve really been working on cleaning up my workspace at home. Last week was the first time I’ve ever really felt properly set up, outside of various workplace set-ups at the numerous bike shops where I’ve spun wrenches.
Out of the frame is an old chest of drawers for various spare parts, a dedicated table for the drill press and a 5-bike-capacity storage rack. Once I improve the lighting, I’ll be pretty happy down there.
Two things would make it just about perfect. First, windows. There are two that have been blocked up, I could see some glass block work in my future. Second, vinyl. Nope, not flooring, records. Maybe if I did a super thorough canister vacuuming job I would feel OK moving a turntable down to the cellar. Too much dust and dirt now. In the meantime I make due with an old boom box with a broken antenna and one working speaker.
That’s it. I’ve got ad calls to make and a some chamios cream to stockpile. Enjoy your weekend, and feel free to share your work space with us.Tweet