Velo Vision Sample Article This PDF is a sample of the material in Velo Vision Issue 36, December 2009. The full contents page is shown opposite. To get an idea of our current output, please visit: www.velovision.com where you will find, amongst much else, full subject/author indices, sample articles to download and an online shop where you can subscribe, on paper or in a digital edition. If you have any problems or suggestions about the magazine in general, or this PDF article in particular, please email me at peter@velovision.com I hope you enjoy the read.
Peter Eland Editor and Publisher, Velo Vision
Technical notes This Acrobat PDF file should display correctly on almost any computer. If you encounter problems the first thing to try is to download the latest version of Acrobat reader from the Adobe website: www.adobe.com If that fails, please send me an email and I’ll try to sort it out.
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CON T E N T S DECEMBER 2009
Velo Vision is published quarterly by Velo Vision Ltd. Subscription details, news and updates can be found on www.velovision.com ISSN 1475-4312 Velo Vision Magazine York Eco Business Centre Amy Johnson Way Clifton Moor York, YO30 4AG, UK Tel/Fax +44 1904 692800 (from UK, 01904 692800) Email peter@velovision.com Website www.velovision.com EDITOR AND PUBLISHER: Peter Eland EDITORIAL ASSISTANT: Sue Archer PHOTO ASSISTANT: Debz Butterworth ART DIRECTOR: Brian Holt WEB PROGRAMMER: Simon Ward PRINTER: Stephens & George Magazines Ltd PUBLISHING SCHEDULE: Issue 37: March 2010 Issue 38: June 2010 Issue 39: September 2010 Issue 40: December 2010 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 is a bike shop in Körten, near Bergisch-Gladbach, Germany. Velo Vision magazine exists in friendly harmony with Velo-Vision in Germany. Velo Vision is printed on paper produced from sustainable forests to Nordic Swan standards.
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News
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Short Reviews
Recumbent records tumble, new designer bikes, pedal submarines, cargo monsters, and more…
A collection of new products, including Hubmaster dropout protectors, Puncturesafe fluid, Riding with Ghosts and A Bit Scott-ish books, GroundEffect Ranchslider trousers, Mirrycle bell and mirror update, and the latest wind-up bike light and head torch.
Readers’ bikes
New products and imaginative designs from the Earl’s Court show.
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Workbikes round-up
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Reviewing three of the latest two-wheel load-carrying machines – in town and country. 12 Bullitt Clockwork 14 Madsen kg271 16 Yuba Mundo Ezee
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Cycle 2009
Dropping in on dealers
Our series of visits to specialist dealers continues. This issue we cover: 22 London Recumbents 24 Futurecycles 26 Bikes and Trailers
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The Velo Vision Villiers
Unveiling the custom built frame which will be the new Velo Vision test bed bike. Was it worth the wait?
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The diminutive Dash
Catrike’s recumbent trike for kids or small adults has reached the UK – and our 4' 11" test rider likes its proportions.
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The traveller’s trailer
An exclusive look at the Free Parable T1 trailer, a smart suitcase which you can also tow behind your bike.
Looking forward
COVER: The Bullitt cargo bike takes on the hills near Wakefield. Photo: Richard Peace OPPOSITE: Low sun catches morning
As we come to the end of 2009 and so complete nine years of Velo Vision publication, it’s as well to look past the dark evenings here in the northern hemisphere and towards next year’s cycling season. At some point in 2010 we’ll have to think about organising a tenth anniversary bash… Before that, though, I’d best get on and organise the third SPEZI coach trip. As last year, we’ll run a sleeper coach to the German show in late April. This is probably the cheapest and least-hassle way for UK
42 Going Grasshopper: a retired airline pilot rides the short wheelbase recumbent from HP Velotechnik. 44 Lemon to Lemonade: remedial work makes an electric-assisted recumbent trike from a disappointing Ebay purchase.
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Touring with dogs
How a lack of pet-sitters led a cycle touring couple to travel Europe with two dogs in tow – plus the kit and strategies they use to make it work.
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Letters
An Olympic suggestion, coloured chains galore, Estrellita updates, purchase feedback, Brompton bags and more…
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Subscribe to Velo Vision
How to subscribe, back issues, and details of our distributors worldwide.
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Advertisements
The first place to look for specialist products and services! Please support our advertisers, who support the magazine.
enthusiasts to experience an extraordinary special bikes gathering. Basic details are in the adverts section, and watch the website for updates. Past trips have been fully booked, so do get in early if you can. Meanwhile, thanks to everyone who enquired about the health of my leg following last issue’s front cover. To avoid confusion, it was the Rapto which ‘bit’, not the Nazca I’m riding in the picture! The bruise has now faded completely away… Here’s to happy cycling in 2010!
Peter Eland
commuters over York’s Millennium Bridge. Photo: Arthur Clune ISSUE 36 DECEMBER 2009
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MAKING LIGHT OF
If If you you need need to to carry carry cargo cargo by by cycle, cycle, the next step up from panniers the next step up from panniers and and trailers is a specially designed load trailers is a specially designed load bike bike –– generally generally lighter lighter and and easier easier in in traffic traffic than than the the real real heavyweights heavyweights of of the the load-carrying load-carrying scene, scene, trikes trikes and and quads. quads. So So how how much much difference difference does does one one of of these these bikes bikes make make for for practical practical load load carrying? carrying? Richard Richard Peace Peace tested tested three three machines machines for Velo Vision: the Bullitt ‘Long for Velo Vision: the Bullitt ‘Long John’ John’ style style machine machine from from Denmark, Denmark, the the Madsen Madsen kg271 kg271 ‘load ‘load behind’ behind’ bike bike from from the the USA, USA, and and finally finally the the Yuba Yuba Mundo Mundo longtail longtail cargo cargo bike bike from from Germany, Germany, fitted fitted with with electric-assist electric-assist by by Practical Practical Cycles Cycles in in the the UK. UK. So So what’s what’s the the most most practical practical solution? solution? Richard Richard loads loads up up to to find find out… out…
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CARGO BIKES
LOADS Why two-wheeled cargo bikes? Before this test I had always used either a pannier rack or a trailer in various forms to carry loads by bike. The largest trailer I have is rated to 50 kg, quite a weight, but there were still often occasions when, either because of excessive weight or simple bulk, I resorted guiltily to the family car, even though I’d much rather have been out on the bike enjoying myself instead. Then, at the York Cycle Show in June 2009 I spotted two cargo bikes new to the UK, exhibited by their importers. It struck me that offering to do a Velo Vision test would be great way to see if these bikes really are a practical alternative to the car. Would the factors which had previously put me off the idea, such as the extra weight of these bikes, the road conditions in a none-too-bike-friendly northern town, and limited garage space, really be problems? And what about the cost? Why did I restrict my test to just two-wheeled cargo bikes? There are some hugely impressive three wheelers, after all, which would carry just about any size and weight of load you could feasibly come up with in a domestic situation. The answer is two-fold; manoeuvrability and storage. Firstly, most of my heavy load carrying is urban and involves some traffic-free paths and tracks. Barriers and narrow sections give access problems, so two-wheelers are a more natural choice here. Secondly, lack of space and restrictions on access to my storage area is a major consideration for me, as it would be for many potential purchasers, I suspect. Not only would a three-wheeler take up too much space, but it would be impossible to get one into my shed through its relatively narrow doorway. The three bikes reviewed were selected largely because it was relatively practical for me to get hold of them: many thanks to Graham Pearce of Larry vs Harry UK and to Zaynan Lythgoe of Practical Cycles near Lancaster. Many other bikes would have been very interesting to test too, and some of these are listed later in this article. For now then, on with the testing! Richard Peace ISSUE 36 DECEMBER 2009
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Bullitt Clockwork The Bullitt is a Danish cargo bike launched a few years ago by a company called Larry vs Harry in Copenhagen. Several models are available, at various price-points, and there are also a a variety of possibilities for the load area. We reviewed the ‘Clockwork’ model, retailing from £2101 in the UK. I met the Bullitt’s UK distributor, Graham Pearce, at Marsden train station, halfway between our respective bases in Yorkshire and Lancashire. The plan was that I would ride the 25 miles back to Wakefield on the unloaded Bullitt. ABOVE: Other models available
FIRST IMPRESSIONS The first impact of the Clockwork is of course the striking orange and black paintwork. Close behind that comes the massive aluminium tubing enclosing the carry box (there is also a ‘platform’ option which would allow you to carry even bulkier loads such as white goods). It’s also immediately obvious that
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include the derailleur-geared ‘TNT’. MAIN PICTURE: The Bullitt’s high specification and striking aluminium frame give it visual appeal and solid performance, as Richard found even with 100 kg of stone on board.
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this is a highly specified bike: disc brakes, Shimano external bottom bracket bearings and an Alfine 8 speed rear hub gear. It’s basically a modern, lightweight take on the very hefty ‘Longjohn’ transport bike which historically populated Danish cities. It’s hard not to admire the very high build quality and the rather self-consciously cool design that has gone into the Bullitt – it will certainly have lovers of unusual bike technology poring over every inch of it, but of course that’s reflected in the price too. So how does it ride?
THE RIDE After a few wobbles around the Marsden cobbles I soon got the hang of the handling, though it was certainly a skill new to me. It proved a joy to ride back through the rolling Pennine scenery. The Alfine hub changing was silky smooth, the brakes sharp and strong as you’d expect and the Schwalbe Silento II tyres felt very free-rolling. Once on quiet roads I practiced 180 degree turns, discovering the Bullitt’s wide turning circle. By the end of the ride I was swooping down hills in eighth gear and ‘honking’ up the other side. The next day, I took a 37 kg load of scrap to the recycling centre. The bike coped easily, the sturdy centre stand proving especially useful when dotting around the centre depositing various items in the different skips. But the real test came when I pedalled 60 kg of rockery stone around a small but hilly ‘test’ circuit, which I’d later use for the other test bikes, too. The bike sped downhill, and hitting a small hump at 20 mph led to a sort of ‘trampoline’ effect as the tyres (pumped up the stated maximum of 65 psi) acted as suspension for this hefty load. I was soon leaning into corners at moderate speed and allowing myself a run up at the circuit’s 1 in 7 hill. Of course, the hill came as a shock with this amount of load on – as it would on any bike – but feeling brave I loaded up more stone and did the same circuit with 100 kg. The handling over bumps and round corners was a little less sure and meant a drop in speed – as did the greatly increased stopping distance. However, over gentle terrain the Bullitt would, I imagine, easily cope with this level of load day in day out. Steep hills are a different matter! Don’t expect to conquer any significant gradients with this kind of weight on a regular basis unless you are pretty athletic. I noted the 100 kg load also made using the propstand more difficult, as it takes quite a bit of force to pivot the weight over the top of it. Over the next few days I used the bike for various lighter loads on my usual routes, incorporating concrete bollard-strewn cut-throughs, canal towpaths with access barriers and the like – I even found a willing guinea pig passenger. Here the Bullitt’s narrowness was a great advantage over my usual flatbed trailer which sometimes struggles on these routes.
The Bullitt even went through doorways and gateways so I could store it safely whilst visiting relatives. I feel this is just as important an advantage as its carrying capacity. Its large turning circle might be a problem to some users but I never found it so – in practice I only needed to turn very tightly when stopped, and the Bullitt can be turned in a space little longer than its own length if you are prepared to walk it through a ‘many point’ turn. Overall, a joy to use.
TEST RESULTS Timings for a fairly hilly test circuit: 37 kg scrap metal: 13 mph average 60 kg stone: 9 mph average, 24 mph maximum 100 kg stone: 7 mph average, 24 mph maximum Passenger reaction: Pretty comfortable and a great view of where you are going. Feels quite stable, though a bit of a squash to get in the box.
SPECIFICATION Weight: 24 kg Dimensions (L x W x H): 247 x 63 x 104cm – although handlebars could be shortened quite a bit to reduce width Rated to carry: 180 kg Carry box dimensions (L x W x H): 80 x 50 x 37 cm at back, 27 cm at front and with 60 cm vertical clearance at end near bars Flatbed Dimensions (W x L): 45 x 72 cm (internal dimensions – large, rigid loads can hang over the sides and so be bigger than these dimensions). Gearing: Shimano Alfine 8 speed with trigger shifters – 302% range Tyres: Schwalbe Silento II – 20 x 1.75 front, 26 x 1.75 rear (max pressure 65 psi) RRP: £2101. Carrying options include: honeycomb load platform £161; plywood box £268 (though enquire about discounts on these); aluminium box £295. Comfy-looking seats and covers are due in 2010. Other models: Bullitts come in 10 models, all built around the same frame design. Prices range from £1800 with SRAM i-Motion 7-speed hub up to £2680 for a Shimano XT equipped derailleur version. Contact: Stockport-based importer Graham Pearce 0161 4481982 / 07971 676164. Also available in the UK at dealers including Wills Wheels, Stockport 0161 4324936 www.willswheelsshop.co.uk and Keswick MTBs: 017687 75202 www.keswickmountainbikes.co.uk Manufacturer: Larry vs Harry, Denmark. Tel +45 3136 1719 or see www.larryvsharry.com. Contact them or see their website for details of dealers worldwide.
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Madsen kg271 Trailer or two-wheeled workbike? Most bicycle trailers are rated to somewhere below 50 kg, and a sensible limit for trailer towing is that the trailer not weight more than half of the towing vehicle’s weight (i.e. bike and rider). Cargo bikes are usually capable of practically carrying at least 80 kg in addition to the rider’s weight. As you can see from this article, some manufacturers’ ratings are more realistic than others. Some adult cyclists may have reservations about taking children in trailers. It can be harder to communicate with a child some distance behind you in a trailer than if on a load carrier together. Moreover, trailers can clip curbs and tip – or may bounce a wheel off a pothole at speed. On the other hand, countless kids around the world are transported by child trailer every day without incident, and childtrailer proponents rightly point out that children seated on two-wheeled bikes affect the handling of the bike. Also, should the child fall out or the bike fall over, they have a longer way to go than in a trailer. Two-wheeled trailers (as opposed to lower-capacity single wheeled trailers) usually mean increased width. My own Burley flatbed is some 82 cm wide – significantly wider than the Bullitt and the Yuba, (though actually narrower than the Madsen). There are several ‘pinch points’ on my usual routes which I have to avoid with the trailer but not with the Bullitt or Yuba. A poorly designed trailer hitch will give a feeling of being pulled back then pushed along, due to the components flexing under strain whilst towing. The more weight the more pronounced the effect. You need plenty of rigidity in the hitch and drawbar for heavy loads. Trailers require extra time for hitching/unhitching and when locking up the bike on the street.
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USA-based Madsen Cycles make a range of stylish load bikes, now imported to the UK by Practical Cycles near Lancaster. Zaynan Lythgoe of Practical kindly delivered the test bike to me. The bike is available with the bucket in black, cream or pastel blue, or without the bucket but with a longtailstyle ‘rack’ frame. Optional extras include a rain hood for child-carrying, a bucket lid, and various component upgrades. The basic bike with bucket costs £1099 in the UK.
FIRST IMPRESSIONS The huge plastic bucket looks wonderfully useful for just throwing in whatever you want and going, and it also has a spacious bench seat. The 40 gallon (180 litre) bucket is split into two load-carrying areas either side of the frame, so actual carrying capacity is roughly similar to other longtails like the Mundo. The build quality doesn’t appear to be quite up to the standards of the Bullitt or the Yuba, with their more solid, chunky tubes, but its solid steel construction is reassuring enough. The specification is fairly basic, as you might expect on a bike costing roughly half as much as the Bullitt: a budget but perfectly adequate SRAM X5 8-speed rear derailleur, Promax mechanical disk brake on the front and basic V-brakes on the rear. There are unbranded budget handlebars, stem and cranks plus ‘Enduro’ tyres front and rear (26" front and 20" rear, both with a disappointing maximum pressure of 50 psi). In short, it seems like a halfway decent
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longtail which could, I felt, have been equipped at a somewhat higher specification for the price. And why on earth is it called the kg271? Nothing about the basic design (relatively high up load carrying), build quality or choice of components suggests it will (or should) ever carry 271 kg. It would appear to be a rather unnecessary marketing gimmick.
THE RIDE Hop on the unloaded bike and, in contrast to the Bullitt, it’s pretty much like a conventional town bike to ride – stable yet responsive, if lacking a bit in the speed stakes. Where riding the Bullitt meant adapting to that small front wheel’s handling, even unloaded, the Madsen required no learning curve at all compared to a normal bike – at least when unloaded or with only light loads. The Madsen happily delivered 22 kg of bulky
parcels to the Post Office – this weight just made the handling slightly more sensitive and the braking marginally less effective (still adequate). However, a slight scraping in bottom gear seemed to get steadily worse during the ride and when I removed the bucket (by simply taking out the fixing bolts) it was clear that the chain run was fouled by the rear mudguard, leaving me no option but to remove it. It can apparently be bent to fit, as it’s metal, but I didn’t like to do this on a test bike. More interestingly it became immediately apparent that the frame is, in fact, a tandem frame adapted to carry the bucket. Nothing wrong with that in principle: it’s a great idea to produce a cost effective load carrier. However, the mounting plates for the bucket have simply been screwed onto the frame rather than cut to shape and welded, which would have produced a bigger, lower (and therefore better balanced) load carrying ISSUE 36 DECEMBER 2009
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TEST RESULTS Timings for a fairly hilly test circuit: 22 kg post office trip: 11 mph average, 20 mph maximum 75 kg stone: 6 mph average, 19 mph maximum 100 kg: not carried. Passenger reaction: Easy to get in and out of, and certainly more leg room than the Bullitt. Great view from the comfy seat – though handling felt a bit wobbly compared to the Bullitt.
SPECIFICATION
ABOVE: Would a welded construction for this mounting bracket be stronger? ABOVE RIGHT: Wasted space above the chain could with some design changes be used for lower-down load carrying. BELOW RIGHT: The long-cage derailleur comes close to the ground with the 20" rear wheel.
space. It’s rather as if the manufacturers have had a great idea but haven’t followed through with the design. Looking at the underneath of the reassembled bike it was clear there were still several inches of space above the chain run which could have been freed up with a frame redesign. This would also have the advantage of letting loads sit lower down for better balance. Despite my criticisms, it easily swallowed 75 kg of small chunks of stone and handling wasn’t bad at all at low speeds. At speed it seemed easy too until I came to a steep descent and braked in preparation for a corner. Where the Bullitt felt smooth and stable under braking, the Madsen developed a small but definite ‘snake’. A disc brake on the rear would possibly help stabilise handling in this sort of situation. Up the hills it felt like an easier bottom gear would have been in order, or electric assist the Ezee system fitted to the Yuba (see later) can also be fitted to the Madsen, say Practical Cycles. I decided not to go for the 100 kg test as I did with the Bullitt – partly because I’d be even less sure of the handling and also because of the warning sticker inside the bucket which rather contradicted its name: “Although your Madsen Kg271 can handle a very large load, for optimal stability and safety it is suggested the load in the rear cargo area is less than that of the rider.” In other words, my decision to limit it to 75 kg
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weight was spot on, as that almost exactly matches my body weight. These niggles are a bit of a pity, as there seems to be a great bike here waiting to get out. For the lack of a probably modest rise in price the bike could be transformed, with a bigger carrying bucket seated lower on the frame, faster tyres and disc brakes front and rear. Hub gears would remove the threat of the derailleur catching on the ground, too. Then again, it’s half the price of the Bullitt, and looks distinctly elegant for a load bike. If you need extra capacity, and don’t want to push the weight limits, it could well fit the bill.
Weight: 30 kg Dimensions (L x W x H): 230 x 70 x 96 cm to 105 cm (adjustable stem height). Rated to carry: 271 kg on the face of it – but up to just less than the weight of the rider in reality. In my case this was 75 kg but there’s no reason why it shouldn’t take quite a bit more with a heavier rider to balance it out. Carry box dimensions (L x W x H): 92 x 70 x 55 externally – but with the central ridge the actual width is divided into two compartments which are each only about 15 cm wide internally at their narrowest. Gearing: SRAM X5 – 8 speed derailleur with trigger shift. Chainring 44T Rear cassette 11T-32T – 286% gear range Wheels: Unbranded alloy rims. 32 spoked, 2 cross. Tyres: Enduro Cordoba- 26 x 1.75 front, 20 x 1.75 rear, max pressure 50 psi RRP: £1099 plus delivery (rack version £949-999) Other models: Bucketless rack only version. Lid and rain hood options for the bucket version said to be due soon. UK Contact: Practical Cycles, Lytham St. Annes – Tel 01253 739680 or see www.practicalcycles.com Manufacturers: Madsen Cycles, USA. Tel +1 800 206 0941 or see www.madsencycles.com for a full list of dealers.
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Yuba Mundo with Ezee assist Velo Vision has already reviewed the non-motorised Mundo (Issue 29, March ’08), although since then there have been various changes to the frame. I am also told that Yuba’s forthcoming 2010 ‘Mark 3’ frames will feature disc brake tabs front and rear, a new upgraded drivetrain, various extra braze-ons and a welded rather than a bolted-on rear rack. Our Yuba was again supplied by Practical Cycles, who had equipped this bike with an Ezee electric assist system, as described later. This put the price as reviewed up to £1510, although basic Yuba Mundo models go from £525 for a singlespeed to £725 for an 18-speed derailleur model. Extras available include childseats (£99) and the huge ‘Go-Getter’ panniers for £80.
FIRST IMPRESSIONS My initial impressions were in line with much of the earlier Velo Vision review – the heavy steel frame and sturdy ‘overspoked’ rims, with oversized rear axle, really give you confidence that this machine will be up to repeated use for transport-
ing heavy loads in the roughest of conditions. Not all longtails are built to this standard and the Yuba is certainly a step up from the Madsen in frame build quality – but it is also heavier. This particular model is unusual in being a load carrier with electric assist, via a retro-fit kit already installed by Practical Cycles. This Ezee branded system employs a sleek front wheel hub motor with a power cable lead which seems well protected. Battery and controller are housed together in a tough-looking bag, which I immediately relocated from their home in the impressively spacious GoGetter bespoke rear pannier to the front cargo carrier. This arrangement made much more sense, with plenty of space left in the front cargo carrier (25 kg rating), whilst the rear carrying area was freed up entirely. The battery removes easily and quickly for mains recharging.
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The Ezee system is a boon when loaded. Richard relocated the battery into the front carrier (TOP LEFT) to free up the rear load area. The throttle switch is awkwardly placed by the gear shifter, (ABOVE LEFT). The motor features useful disk brake mounts (ABOVE RIGHT).
The specification is basic but adequate – a lowend three chainring, six sprocket drivetrain with twistgrip Revoshift changers and unbranded Vbrakes, cranks, chain, quill stem and handlebars.
THE RIDE Unloaded, the Yuba wasn’t as nippy as the lighter Bullitt – but then few load carrying bikes will be. The mix of Schwalbe Fat Frank and Big Apple tyres is a definite improvement on the Madsen’s Enduros (Big Apples all round would have been even better in my view). The 18 gears shifted reasonably reliably, despite the budget components, and the impressive 390% range meant I was able to tackle
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just about any terrain – especially with the help of the motor. As with the Madsen, it was rather like riding a sedate town bike, at least until I turned the Yuba’s twist grip throttle and slowly but surely accelerated away. The assistance kicked in most noticeably from about 6-15 mph. Steering still felt a little light once I had 75 kg of stone on the back, loaded into my own wicker carriers which I had cable-tied on (see main picture, previous page). At speed, cornering was not as assured as the Bullitt though probably better than the Madsen. I tried moving 10 kg of the weight into the front carrier, but this made my wobbly startoffs and cornering much worse. The V-brakes seemed fine for loads up to about 35 kg on the flat – but for hills and bigger loads, it would be wise to choose the optional HS11 hydraulic rim brakes. It was good to see that the Ezee motor has a disc brake mount, and so a disk upgrade will be possible with the ‘Mark 3’ forks expected in 2010. The motor kit proved an absolute boon. It
enabled smoother starts and smoother, faster hill climbing. Subject to battery life (anything between 15 and 30 miles I reckon, depending on load, terrain and weather variables) you could ride up and down hills all day with a substantial weight – not something I’d want to attempt with any of the bikes unassisted! At just under 40 kg though, this is not a bike I’d want to pedal up hills unassisted should the battery run out. There were a few niggles. I noted that the Hebie Bigfoot stand was only rated to 40 kg, leaving you the problem of how to prop up the bike if carrying more. Also, while the robustly constructed 85-litre Yuba Go-Getter panniers are ideal for the mother of all shopping trips, I felt the flap could be a bit longer to stop rain leaking in down the side. The Ezee motor was a great bit of kit for shifting big weights, and it would have scored a 10 out of 10 had it had more torque. This could be achieved by gearing the motor lower, making the electric Yuba a hill-climber par excellence, even with heavy
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loads, and it would also help greatly with those kneecap-popping standing starts – although gearing the motor down would of course also mean less assistance at speed. A final niggle was that the onoff switch next to the twistgrip throttle fouled the gripshift gear changer. Despite all this, the Yuba would definitely be on my purchasing shortlist, not least because of the power assist.
TEST RESULTS Timings for a fairly hilly test circuit: 37 kg scrap metal: 14mph average on a flattish journey to the tip 60 kg stone: 10 mph average, 19 mph maximum 100 kg: not carried. Passenger reaction: Very comfortable provided there is plenty of seat padding. Sidesaddle feels very regal too, and travelling this way meant it was very easy indeed to get on and off.
SPECIFICATION Weight: 39.2 kg including 3.2 kg battery. Battery charger is an extra 1.2 kg should you choose to carry it around with you. Dimensions (L x W x H): 215 x 62 x 110.5 cm Rated to carry: 200 kg – but only 50 kg per side and no more than 50 kg behind the back axle Carry box dimensions (L x W x H): No bespoke carry boxes available but I reckoned the optimum size for a box on each bar would be 64 x 22 x 43 cm. You could go higher – say to around 60 cm ,but 43 cm boxes would bring their height level with the rear rack and allow you to use this as an extra load carrying platform. Gearing: Rear block 14-28T. Triple chainset 22/32/42T. 390% gear range Tyres: Front – Schwalbe Big Apple (50-559, 26" x 2") 30-70 psi. Rear – Fat Frank (60-559, 26" x 2.35") 22-60 psi. RRP: £1510 Other models, non-assisted: Single speed £525; 6-speed £615; 18-speed £725. Numerous add-ons including child-seats (£99) and Go-Getter panniers (£80). Contact: Practical Cycles, Lytham St. Annes. Tel 01253 739680 or see www.practicalcycles.com Manufacturer: Yuba, Germany. Tel +49 228 967 6192 or see www.yubaride.com; they have dealers in many countries. Ezee motor kit: 250 watt planetary geared motor. Stated weight 3.72 kg. Battery 37v 10Ah Lithium Polymer. 3.2 kg. Wheels: Weinmann alu alloy double wall, 36 spoke (1 cross). Manufacturer: Ezee Bike, China – www.ezeebike.com
CONCLUSION It was interesting to ride all three of these machines, especially with some weight on board. It’s safe to say that all three handled, in safety, loads which would have been really pushing it either in panniers or on a trailer – so to that extent they all proved themselves. It swiftly became clear that using a heavily loaded two-wheel loadbike involves a different set of riding techniques compared to heavy trailer towing. Loads on two-wheeled cargo bikes are not ‘rotationally decoupled’ like they are on a twowheeled trailer. In other words, rather obviously they try to tip over when not perfectly upright, and this can cause steering instability – the higher up the load and the greater the weight the greater the destabilisation. Low down weight-carriers like the Bullitt suffer least from this effect. To counter the ‘tipping effect’ of heavy loads, set off quickly, as forward momentum helps make it easier to correct for the sideways forces. If you do develop a wobble – most likely at low speeds – try looking ahead and accelerating, rather than braking and looking down. This is easier said than done, as slowing is your natural reaction if not used to carrying weight on two wheels.
Rider and passenger should always remain seated and pedalling should be steady and smooth. I found electric power particularly helpful for ‘smoothing out’ the inevitable low speed wobbles. So would I plump for a cargo bike? If I needed to move ‘non-pedalling’ people about more, for example on a school run, then definitely: these three cargo bikes are all suitable for moving goods and people of all ages, whereas cargo trailers are, generally, not. Similarly, if I ever persuaded the rest of the family to go car-free then cargo bikes would be part of my argument and my armoury! Cargo bikes would also no doubt prove valuable for taking all manner of tools and materials around to fix up trails if I ever get more time away from work to devote to my shamefully rather nominal role as Sustrans ranger. And I’m sure once I’d taken the plunge there would be countless other uses I hadn’t anticipated… For the immediate future the answer is not yet – but in the longer term, watch this space... Richard Peace Richard Peace is a freelance author and publisher specialising in cycling. See www.excellentbooks.co.uk for his publications or call 01924 315147 to request a catalogue.
Other contenders – by no means an exhaustive list! Bakfiets Cargobike: Comes in both short and long versions. Unashamedly a durable heavyweight from the Netherlands. Large range of child seats, covers and other upgrades. £1533/£1583 (short/long versions) plus shipping. See www.bakfiets.nl. UK dealers include Practical Cycles, Velorution, Really Useful Bikes, Cambridge Dutchbikes. Burrows 8 Freight: Designed to be fast, light (20 kg) and carry reasonably heavy loads (‘occasional 100 kg loads’) with a load bed for large items extending over the main carrying compartment and the rear 20" wheel. £1250 plus shipping. Reviewed in Velo Vision 9. Burrows Engineering: 01603 721700 or via Bikefix. Christiana: best known as Danish load trike makers, it’s not clear whether their two-wheeler is in full production, but Velorution in London have one. See the picture in last issue (p. 21) or contact them: www.velorution.biz 0207 7232409
Xtracycle Free Radical: A very handy kit for converting MTB style bikes to longtails (will also fit 700c bikes with disc brake mounts). £230 (basic frame kit) to £399 (full assembly with bags and loading deck). See www.xtracycle.com. Several UK dealers including Practical Cycles. Surly Big Dummy: A similar setup to the Xtracycle but with the rear frame welded in place for greater rigidity, but still designed to take all the Xtracycle ‘extras’. At £800+, not cheap. See reader review in Velo Vision Issue 32. Frameset available via many dealers. Practical Cycles also do complete machines. Kona Ute: A kind of very lightweight Yuba (16.8 kg) with 700c wheels and no ‘flatbed’ sideload mounting racks, £635. See www.konaworld.com, available via Kona dealers worldwide.
ISSUE 36 DECEMBER 2009
VELOVISION
19