C y c l i s t Recumbent - Steve Briggs

RecumbentC y c l i s tNewsRCN 087 A Publication by and for Recumbent Enthusiasts Since 1990 March/April 2005The elegant Volae Club HighracerSee page 16Now I Know Jack (Knife)Tom Beuligmann’s front-wheeldrive recumbentSee page 25What’s Inside• Road Test: WizWheelz Edge................................Cover and 8• Editorial License: Reality Check....02• Recumbent News......................... 03• Letters......................................... 06• Road Test: Sun Easy Rider...........11• Road Test: Volae Club..................16• Recumbent Bicycle Safety...........20• Road Test: Cycle Genius RDX......22• Now I Know Jack (Knife) (FWD)..25• Calendar......................................29• Classified ads..............................30Check out our updated website at:www.recumbentcyclistnews.comThe WizWheelz Edge:A Carbon Fiber TrikeBy Bob Bryantbob@recumbentcyclistnews.com“Yes, This IS Rocket Science: The Edge has been in development for wellover a year. The Edge has a full carbon fiber frame with machined aluminumintersections and is truly a work of art that was co-designed by AdvancedComposites (Wound Up), the carbon fiber experts. We have an exclusiveagreement with them and their input has been invaluable. They makeconsumer products such as bicycle forks but they also make torpedotubes, missile launching tubes, and rocket launching systems for thedefense department so yes, you can certainly tell your friends yourtrike IS rocket science.”The WizWheelz Edge is just about themost high-tech trike we’ve ever hadhere at RCN. Compared to other trikemakers, WizWheelz seemed happy to buildtrikes for average folks. Well, this haschanged. For the past year WizWheelz hasbeen quietly developing the high-tech carbon-fiberEdge tadpole trike. Rather than doit completely on their own, WizWheelzsought out the expert help of the folks atWound Up/Advance Composites. The resultKate Oom on the WizWheelz Edge trikeis an incredibly light, fast and beautiful enthusiasttrike. It’s not only the smoothesttrike I’ve ridden. It’s also an exceptionallygood buy.SYSTEMS“The Edge has a perfectly straight andtrue frame because there is not one weld onthe entire main frame and there is no needfor heat treating after the fact. No appliedContinued on page 8

RecumbentNewsContinued on page 7C y c l i s t“A newsletter by and for recumbent bicycleenthusiasts, since 1990.”Subscription InformationRecumbent Cyclist News is published six timesper year, every other month. See below for subscriptionrates.ContactRCN, PO Box 2048, Port Townsend, WA 98368Tel. 360-379-5607E-mail: bob@recumbentcyclistnews.comWeb: www.recumbentcyclistnews.comMailing InfoMailing Label: “EXPIRES 086” means that RCN086 is the last issue of your current subscription.Address Changes: Please allow 6-8 weeksnotice for address changes. Standard mail: RCNis mailed USPS 3rd class — which is NOTforwardable. If you move often, have multipleaddresses or file address forwarding requestswith the USPS, please use our first class mailsubscription option.Fine Print© 2004 by Planet PT, Inc. in Port Townsend, WA.Contents may not be reproduced in whole orpart unless expressly authorized in writing. ◆Subscribe To RecumbentCyclist News Today!• Read all about it!• Road Tests• News & Rumors• Critical Analysis• Adventure Stories• Technical articlesRCN is published SIX times per year,every other month❑ $40 One Year USA First Class Mail in env.❑ $30 One Year USA/6-issue 3rd class mail❑ $56 Two Year USA/12-issue 3rd class mail❑ $42 Canadian Airmail (USA Funds only)❑ $60 Worldwide Airmail in envelope❑ $16 Three back issues (USA)❑ $6 One back issue or 2004 Buyers’ Guide(See web or classifieds for issue list) (USA)Name:__________________________Address:________________________City:___________________________State/Zip:_______________________Email/Tel:_______________________Mail To:RCN, PO Box 2048Port Townsend, WA 98368For faster service, visit our website andorder via PayPal:www.recumbentcyclistnews.comEditorial License: Reality Checkby Bob Bryant, Publisherbob@recumbentcyclistnews.comThe recumbent world’s new obsessionwith speed, performance and lightweight may not be a healthy one. Whenracing permeates a segment of bicycling, thechange is not always for the better. The focuscan shift to the most expensive and elitist aspectof our sport. This elitism often breeds intoleranceand condescending attitudes.Performance talk in the recumbent world isall over the Internet. I’ve had several newbiesmake comments about performance drivingour industry. I truly hate to think that this hasbecome the case. Actually, I don’t think it istrue. I can see how newbies might get thisimpression, as the performance riders seem tobe more vocal on the web than commuters,tourists or recreational riders.While I like the ride and feel of a 20+/-pound bike as much as the next rider, I’m notLance Armstrong, I don’t have several backup bikes, spare wheelsets or a team mechanic.It’s just me and my bike out on a ride. Ultimatelightness can be a contradiction. I need abike and parts that will be good for my realworld riding. Speed and light weight are noteverything.Basic EquipmentTo have a useable all around bike you needto be able to carry some basic equipment:• Tools• A good lock• A few spares (a tube, etc.)• Rain gear• Water and a snackTo carry this stuff, you’ll need a seat bag orrack/pannier. If you ever plan to get off yourbike, especially your $4,000 high zoot model,you’ll also need a damn good (and heavy) lock.Most real world recumbents need fenders andthey aren’t light. While you’re at it, why notthrow on a kickstand, a rear view mirror and abell/horn. Even if you’re not a zealot like me,but a Weekend Warrior on club rides, you stillneed much of this basic equipment. Adding thisequipment to your bicycle will absolutelymake it heavier.Ride for Utlity, Fitness, Fun& TransportationI use my bikes as my transportation. Mydaily rides might involve the following:• Running errands• Light shopping• Delivering the mail to the post office• Picking up the mail from the post office• Fitness rides (combined with errands)On any given day I might ride over the followingterrain:• Multi-use unpaved trails• Unpaved short cuts• Rail trails (gravel)• Bike trails (paved)• Rough country roads• Smooth city roadsWhat Works for MeMy preference for design and equipmentmay be toward the ulititarian extreme, but Iwill share it with you. What works best forthis is a very versatile bike. I also like my feeta moderate height for urban, off-road, gravelor any less-than-perfect terrain. I find negotiatingthrough traffic is easier on this sort ofbike as well. I also prefer the begging hamsterbars to tweaners for tight maneuvering inurban settings (though I prefer tweaners forthe open road.Pedals & TiresWhen I’m riding in town or on mixed terraingravel trails, in traffic, hauling cargo oron rainy days, I prefer to be in street shoes.Unfortunately, finding decent street shoes forcycling is difficult. This season I’ve gone backto basic Shimano bicycling shoes. I don’t useclipless pedals, straps or toe clips very often. Iuse MTB bear-trap or pinned BMX pedals.These keep my feet on the pedals. If I rodehigh crank recumbents a lot or was planning abig ride or tour, I’d go back to clipless (probablySPDs). I don’t have any problem withclipless, I just prefer being able to move myfeet around on the pedals.I’ve found that fatter tires run at lower pressureand give me more comfort and fewer flats.I can still ride around town at 12-20 mph —and I’m often faster than cars around town. Iprefer 1.25” tires at 100 psi for my performancebikes, and will go up to 1.75” on urbanbikes run at as low as 65 psi. 1.5” is a goodcompromise size. If you are over 200 pounds,forget about tires narrower than 1.25”.ClothesI have a mix of bike clothes including lycrabike shorts, tights and MTB shorts. I generallywear a cycling jersey and my Pearl Izumicycling jacket or Burley rain coat (mainly forvisibility). Sometimes I even wear Levis, as Idon’t like looking like a lycra-headed clownall the time.2 Recumbent Cyclist News

Recumbent NewsTerraCycle reinventsthe chain idler fromthe ground up.These lightweight, Super Efficient chaintensioners with ABEC 7 bearings, supertoughurethane, and zero flex do the jobrightRecumbent bikes use long chains and require chain idlers to keep everythingin line and running smooth. Idlers area key component, and they affect performancejust like the quality of your bottom bracketbearings or your rear deraileur. There are allkinds of high performance bottom brackets andderaileurs, but no one has taken the time tomake a high quality chain idler. What is availableis generally based on a soft rubber wheelwith a groove in it, and some ordinary bearings.Idlers like this are simple enough to designand manufacture, but they add a lot ofdrag and they tend to wear unevenly. One ofthe biggest power train losses is chainline friction.Just like with a high quality deraileur orbottom bracket, you can feel the differenceTerraCycle specializes in recumbent components,and it wasn’t long before we starteddeveloping a performance quality idler. Weresearched what was needed, and have beenmaking prototypes, putting them on bikes, andrefining our designs for eight years. Designedfrom the ground up to guide the chain with theleast rolling resistance, they are quieter, moreresponsive, and noticeably more efficient. Andbecause we run a toothed cog on super smoothABEC 7 bearings, they pretty much don’t wearout. To date, after several thousand loggedmiles of heavy touring, no one has had to replacea single one of our idlers.The power side if the chain is supported bya 15 tooth solid metal cog, the same sort ofmetal cog shape that chains are designed for.The only contact between the chain and theidler is through the pivot bushings, so the loadis carried the way the chain was designed tohave loads carried- through the bushings. Thismeans there is no rubbing and grinding of theside plates into the idler. The entry and exit ifthe chain is very smooth, with no bumping ofthe side plates. This makes the idlers significantlyquieter.The metal cog also eliminates the mush orcompression found in rubber idlers. No mushmeans crisp sprints and higher running efficiencies.Your power goes into making the bikemove forward, not into compressing plastic.Metal is also much more durable — to the pointwhere the titanium cog versions are basicallylifetime parts.Efficiency is also improved by the larger sizeof the idlers. Larger diameters mean less chainbend and lower peak forces. Both of these effectscontribute to lower drag and less noise.“I can definitely feel the difference on sprints”is something we hear all the time.All idlers are precision machined and useABEC 7 bearings for the ultimate in smoothnessand long life. We also designed the idlersto be completely rebuildable, even on the road,using widely available 7x22mm bearings anda standard Shimano pattern on the cog carrierto ensure there will always be a wide varietyof replacement options.Look for them at your favorite retailer orcontact us at TerraCycle.com. ◆March/April 2005 3

TerraCycle developsa full line of customunder-seat pannierracksSafer, more accessible, low center of gravityracks now available for all major modelsof recumbents.Recumbent riders know that underseatracks are safer and more stable. Theyeliminate the handling problems manypeople experience on steep climbs and fastdescents. People have been using rear rackson recumbents just because they are readilyavailable.Underseat racks are difficult to make, becausethey require custom mounting bracketsspecific to each bike. TerraCycle has solvedthis problem with a unique modular system.Ever since we started making our customEasy Reacher pannier racks, people have beencalling for us to expand the line. People likedthe having the weight down low under the seatand having things within easy reach whileriding. The lower center of gravity increasedstability both uphill and down.With more and more people calling to getthis kind of performance for their bikes, wedecided this year to expand the rack line andinvest in designing and machining the specializedparts necessary to fit every bike Burley,RANS, Bacchetta, Volae, Barcroft, and EasyRacers makes. And we’ve even managed tolower the price.The racks are lightweight, super-tough, andthe mounting brackets are precision fit to theexact profile of each bikes’ tubing, whether it’sround, square, aero, you name it. All componentsare machined out of 6061 Aluminum andanodized for durability. All lock in place usinga standard 4mm allen wrench. Installationis fast and easy — less than 5 minutes.Contact: terracycle.comEco-Friendly Seatback BagsCyclogical Recumbent Bicycles is proud toannounce their new EconBag Recumbent Seat/Terracycle’s RANS Rad-Loc mountTerraCycle’s Burley mountEasy Racers · Vision · LightningGreenspeed · HP Velo · RANS & moreFor test rides & showroomCALL Tel. & Fax: 973-239-89689 Wayland Drive, Verona, NJ 07044Messenger Bag which fits EasyRacers EZ-Series and CycleGenius seats. EconBag messengerbags are made from a patented sheetrubber incorporating recycled automobile tires.Their unique bags are Earth-friendly and madein the U.S.A. exclusively for cyclogical recumbentbicycles by Vulcana Inc. (vulcanabags.com). Vulcana uses recycled rubber to makeattractive, eco-friendly products. Developed asa leather alternative, their recycled rubberproducts are made from the tires that have beenpiling up in our landfills at an alarming rate.Contact: www.cyclogicalrecumbents.com.WizWheelz’ Mike KessenichWizWheelz Introduces NewProduct ManagerWizWheelz is pleased to announce the additionof Mike Kessenich to the WizWheelzteam. Mike is the product manager forWizWheelz for current production as well asbeing used as the director of supplier developmentfor new products.Jack Wiswell, one of the founders ofWizWheelz said, “We really like what Mikebrings to the table. He is a good fit and an assetto our team.” Mike has a background inengineering management, customer service,quality control, purchasing and sales. He hasspent the previous ten years of his career asvice president of sales and marketing for Velocitywheels.WizWheelz, Inc. is located in the Hastings,MI. The company was founded in 1996 bythree friends who began by welding the firstTerraTrike frame in a garage. Today,4 Recumbent Cyclist News

Letters To RCNWe want to hear what you have to say!letters@recumbentcyclistnews.comMarty Goodman and his AeroNew AeroI recently took delivery of my brand new,custom-configured, titanium Bacchetta Aero.I’ve been riding LWB recumbents, primarilyan Easy Racer Gold Rush, for many years, andI like my Gold Rush a great deal. But the Aerois far lighter, almost as aerodynamic as theGold Rush, but without need of heavy frontLexan fairing and body stocking and mountsfor same. It handles marvelously. And hopefullywill be better (as recumbents go) at climbing.Preliminary testing on the hill near my houseindicates I can climb in 3rd from lowest gearon my new Aero a hill that required lowest gearon my Gold Rush.The big question will be whether I can toleratea SWB highracer: as about one in 10%or so folks who get one find their feet getnumb, to the point of making it impossible forthem for a long period of time. Years ago Irode a Lightning P-38 for 30 miles, and hadno problems. But that was years ago, and thatwas a different variant of SWB bike. We’ll see.This bike is elaborately configured, with atitanium Rotor Crank crankset, that articulatesfor better power when mashing the cranksclimbing hills, chain with hollow pins, etc.optimized for weight and speed. Zach Kaplanhelped me decide on componentry, and soldme the bike. Master bike mechanic ConradOho assembled it.Marty GoodmanRCN Back IssuesIn nearly every issue of RCN one or moresubscriber, in a letter to the editor, mentionsreading their recently arrived copy of RCNcover to cover and then express sorrow in havingto wait two months for the next. Well, whynot give yourself a great lift this spring and buya dozen or so back issues you don't already6 Recumbent Cyclist Newsown? These might get you through three orfour between issue bad patches, or maybe evenuntil you could request another dozen as abirthday present, and then as a Christmas gift,etc., etc. This not only gives you year roundRCN reading, but extremely detailed knowledgeof the history and development of recumbencyover the last fifteen years. And it helpsour RCN. So start collecting RCNs. You're notonly getting some great reading for those miserable,35 degree, rainy spring days when youcan’t ride and it’s six weeks until the next RCNcomes out. You're helping the cause.John AldenLance & RecumbentsDr. Kim Henry's premise (RCN 084 letter)that Lance and the racing boys drive the marketis a bit off the mark. If you don’t thinkprice is what is holding back the recumbentmarket, just walk into any Wal-Mart, K-mart,or local bike shop that sells regular bikes.You’ll see that most bikes that the generalpublic buys are well below the price of eventhe cheapest recumbents. I don’ t know whereyou ride, but every place I’e ridden, I’ve hadtwo reactions from most folks that see my bike.First they thinks it's cool and ask if it's as comfortableas it looks. After that they ask howmuch it costs. Without exception, when I mentionthe cost, I see them shut down. I see thelook in their eyes that says “I’ll never affordone of those.”Now take a look at the recumbent market.You'll see that just like any advancing marketthere are the "latest and greatest" junkies thatbuy the stuff on top. But you’ll also see thatevery time they come up with a lower pricedmodel, the sales jump.Just look at Easy Racers and Sun. I’ve beenriding my EZ-1 for 3 years, I picked it for tworeasons:1. It’s was the cheapest one I saw.2. I could get on it and ride.The average person wants a bike they canpull out of the garage and go. They don’t wantto “get the hang of riding it.” And they don'twant to spent a months pay on it.KRASHEditor Comments: The only thing I might addis that you need to buy cheap recumbents froma good dealer to help with failures, possiblywarranty issues or other problems. I have hadthree bikes (under $1000) have wheel problemsthis season. All were black spokes onwheels that had machine-built in Taiwanwheels. A good hand built wheel is about $150,so the cheap aspect can go out the windowreally quick if there are problems. Often recumbentriders ride more than upright ridersso there is more wear. Luckily, cheap partsseem to hold up better on recumbents.Crank It!The crew at Crank-It wishes to thank youfor your Mountain Quad road test article inRCN 085. We truly consider it an honor to beon your top-ten favorite recumbent list! Wehonestly believe the Mountain Quad is the ultimateoff road HPV machine. As you found,the 24” wheel option can expand the off roadfun to a new level. We have been busy addingnew options for the Mountain Quad. We currentlyhave a seat back, strap-on 100 oz. hydrationpack system available and we have 20”studded snow tires available (just in time forwinter).The Crank-It crewwww.crank-it.comFoamie FendersHere is a photo of the foam fender on theback of my Vision Saber. Most high racersare set up for narrow very high pressure tiresand design the forks and chain stays accordingly,leaving little or no space for fenders —although purists would say that these dorkythings don't belong anyway. Although I onlyride my Saber on fast, dry outings, I don’t likethe black rubber road dust from tires gettingon my bag and jersey. I like to wear yellow forvisibility but the color does show discoloration.I bought this six-foot long foam watertoy at Wal-Mart for $1.67. It comes in severalbright colors and the stiff foam is intendedfor use in sun and water and is nonabsorbent.It is about three inches in diameter with a smallhole down the middle. I cut off a 18 inch pieceand sliced it diagonally long-wise. I thenSend Letters to theEditor of RCNIf you have something to say, a differingviewpoint or experience—wewant to hear from you! Please limitletters to 300 words. RCN reservesthe right to edit submissions for clarity,content, and space limitations.Please send to bob@recumbentcyclistnews.com or RCN, PO Box2048, Port Townsend, WA 98368

Roger Fuller’s foamie fendersRoger Fuller’s foamie fendersStaton Inc.’s Honda 49.3 cc “GX50”motor and gearbox cost $750.For more information check out:www.staton-inc.comThe GX50 and some additional bracingon a Sun EZ3. They also show a motorequipped WizWheelz trike as well —photos courtesy of Staton Inc.notched and hollowed it out to clear the brakearms and pivots and zip tied it on. Since thefoam easily compresses, this stage doesn't haveto be exact. In fact, the fender move slightlyunder braking with no discernible interference.The fender weights about two ounces-includingthe zip ties and total cost was about 35cents. If a benter only wants the fender for inclementconditions, it can be carried inside ofthe seat back straps with a few zip ties in hisbag. I find zip ties very useful to have on handanyway.A fellow travelerRoger FullerPower AssistI’m interested in combining my recumbentwith a touch of gas power, a small Honda 4cycle motor driving through the pedals. Is thereanyone out there who has already done this?My intention is a kind of hybrid that can powerme out to a dinner engagement, clean andwithout sweat, from which I can return withoutthe motor to burn off the carbs — a simpleconcept.Steve Chamberlinstevechamberlin@tds.netEditor Comments: Lightfoot offers it as anoption and has done some electric/gas experimentation(Honda generator). Staton Inc. hasthe best set up I’ve seen: www.staton-inc.com.Looking for a Good ClimberI live in western Pennsylvania and it is veryhilly. I am definitely hooked on recumbentriding because of the fun factor and comfort. Ihave a fancy Lemond racing bike that climbslike a Ferrari, but I hate riding it for obviousreasons. I own two recumbents, a BikeERoadE and a new Giant Revive which I doctoredup with 21-speeds. The BikeE is muchfaster and a better climber of the two, but from30 mph and p it is scary as hell. The Revivehas a 20” wheel in front and is very stable atspeed, but a lousy climber and slow comparedto the BikeE.Letters continued on page 28. . . Editorial cont’d from page 2RespectWhile I don’t think I’m a typical recumbentcyclist due to my transportation cycling,I believe that my needs from a recumbentare very typical. Perhaps I pushthe equipment more than most, which isgood from a review standpoint.My aim is not to disrespect sport riders,but to point out that there are many typesof recumbent riders, from recreational cruisers,to Lycra-head racers, to car-free utilityRecumbent Cyclist NewsBack Issues For SaleWe have a limited number of each of theseback issues for sale. The rate is $5 eachpostpaid USA/$6 Canada/$8 Everywhereelse. Buy 5, get one free.❑ RCN 086: 2005 Season Preview: What’s New inRecumbents; plus our Recumbent Componentover-view, a must read;Tribute to Gardner Martin.❑ RCN 085: Crank It quad & HP Velo Grasshopper❑ RCN 084: GS GT-3, Actionbent, Giro, Rotor crank❑ RCN 083: HP Velo Street Machine & ‘Bent GPS❑ RCN 082: Bacchetta Corsa❑ RCN 081: 2004 Season Preview/Buyers’ Guide.❑ RCN 082: Bacchetta Corsa; Sun EZ tande.❑ RCN 080: BiGHA; Cycle Genius CGX; RANSScreamer tandem; Windcheetah Kit.❑ RCN 079: Easy Racer Tour Easy; RANS Stratus;RANS V2; Euro Seat SWB Instalation.❑ RCN 078 :Catrike Speed; Hase Kettwiesel;Velomobiles.❑ RCN 077: Greenspeed GTT; Bacchetta Aero1000 Mile.❑ RCN 076*: ICE Trice trike; Volae Intro; CGALX20.❑ RCN 075: HP Velo Spirit; Barcroft Columbiatandem; WizWheelz trike.❑ RCN 073: Bacchetta Giro; Bacchetta Strada &Aero.❑ RCN 072: Sun EZ Sport; Why We Sold Our Car.❑ RCN 071: Penninger Trike; Burley Hepca; BurleyCanto and Burley Nomad trailer.❑ RCN 070: Lightfoot Ranger❑ RCN 071: Rotator Pursuit; Cycle Genius STX(CLWB version); Pantour suspension nub)❑ RCN 069: Cannondale; Trimuter Trike; GS GTO.Name:__________________________Address:________________________City:___________________________State/Zip:_______________________Email/Tel:_______________________Mail To:RCN, PO Box 2048Port Townsend, WA 98368For faster service, visit our website andorder via PayPal:www.recumbentcyclistnews.comriders — and everything in between. Don’tget caught up in which is best or make judgmentsabout cyclists that are not up to yourparticular standards. Be realistic about yourbicycle use and be comfortable with it. Ifyou’re selecting a new bike, be sure to askmore than just, “how much does it weigh.”Calendar Note: Be sure to check out allof the great 2005 recumbent events in ourcalendar on page 29 of this issue.Viva Recumbency!Bob Bryant ◆March/April 2005 7

. . . WizWheelz cont’d from the coverheat means no frame distortion. For example,you don't have to pry apart the chainstays; therear wheel just drops in place perfectly alignedwith no hindrance.” — WizWheelzFrameWizWheelz has always been known forkeeping its designs simple and clean. With thenew Edge, they have both the chain and thecables running inside the carbon fiber mainframe tubes (see Chain Management section).For1. Lightweight2. Comfortable seat3. Infinitely adjustable seat slider4. Shipped fully assembled5. Twin-main tube designAgainst1. Will be difficult to try before you buy2. Limited steering range(some adjustment settings)3. Chain management/idler noise4. Direct steering can be quick5. Long crank armsWhy Buy This TrikeIf you want a superbly designed, lightweight, carbon fiber trike with greatspecs — and you want to have the first one in your neighborhood.ContactWizWheelzWeb: www.wizwheelz.comJulie Lester on the WizWheelz EdgeThe frame is made up of several custom carbonfiber tubes. The tubes are connected withcustom CNC machined aluminum lugs. Thelugs and tubes are then joined with Hysol epoxy(made by Loctite). According toWizWheelz’ Jack Wiswell, “The carbon-fibertubes are custom wound from micro filamentfor their size and purpose. The angle of thefiber winding even changes orientation withineach tube. This way, we can make the tubesmore torsionally rigid on one spot, and morelaterally rigid in another. This is how we areable to make the frame so strong and so comfortableat the same time. We can actually controlthe amount of flex and orientation of asingle tube.” Jack went on to say, “The frameshould last virtually forever, and should anythinghappen, it’s easy to repair.” The Edgeframe comes in three sizes, one color (naturalclear coated black carbon fiber) and with yourchoice of yellow or green graphic logo decals.Steering: The Edge has direct under-seatsteering. Each handlebar is mounted directlyto the corresponding kingpin assembly. TheEdge’s independent handlebars are adjustablefore/aft and can be angled inward or outward.This is a very simple set-up. In contrast, theTerraTrike (TT) 3.6 has a “U” shaped underseathandlebar that pivots on a bushing withsteering rods connected to each kingpin. TheTT 3.6 has a more relaxed steering.Fabrication/Finish: The Wound Up/WizWheelz frame is among the highest qualityframes we’ve seen here at RCN. It is surelythe most finely crafted carbon-fiber recumbentwe know of.Weight: The Edge weighs 28.9 pounds andis quite light for a recumbent trike (ourpreproduction model weighed 30.6 pounds).COMFORTThe seat frame is heat-treated aluminum andthe material is a fully breathable Nylon andCordura mesh. There are 13 seat straps to adjustthe tension and customize the fit to yourpersonal preference. The forward edge of theseat frame has been curved down more to takepressure off the backs of your thighs. The seathas a unique sage green material and a blackpartially see-through mesh appearance and isvery comfortable. While seat comfort is subjective,the new WizWheelz seat is larger thansome of its competitors and fit me perfectly. Itwas an absolute pleasure to ride.The Edge seat has basically the same dimensionsas the newly redesigned TT 3.6 seat, butdiffers in its mounting system. The Edge seatslides on twin carbon fiber tubes, with twinquick release levers making for easy adjustment.That means no messing around withchain lengths or boom settings. The recline isadjusted between 40º and 70º with two adjustableseat back braces (not quick release).SpecificationsModel: EdgeType: Tadpole direct-steer USSSize: 3 frame sizesWheelbase: 38””Seat height: 9”Pedal height: 13.25”Track Width/overall width: 28.75”/31.63”Weight: 28.9 poundsFrame: Carbon fiber & aluminumPrice: $3499SeatBack/Base: Sling/meshFrame: Aluminum8 Recumbent Cyclist NewsComponentsCrank: FSA Gossamer 32/44/55Bottom bracket: ISIS Platinum Pro TiDerailleurs: SRAM X.9 (rr.)/Dura Ace (ft.)Cassette: 11-32 9/27 speedShifters: SRAM X.9 twist gripChain — SRAM PC59 hollow pinGear inch range: 19-95 (19” dia. wheel)Pedals: Shimano SPDWheels: Velocity 406mm 20”Rims: Velocity AeroheatTires: IRC Metro 1.25” 100 psiBrakes: Hayes MX1 mechanical discColors: Black natural carbon fiber withclearcoat, black finished aluminum.FITMost average size adults and older kids canbe fitted to the Edge in a few minutes from thetime the box arrives at your house. WizWheelzis the best trike to own if you have multipleriders sharing a trike because the seat, ratherthan the boom, is adjustable. A switch will takejust a minute or two.DRIVETRAINThe Edge components are excellent. Allparts appear to be carefully selected to suit ahigh-end purpose. From the Velocity wheelsto the FSA Gossamer crank and Ti bottombracket to the Dura Ace front derailleur and

shifters (optional, Dura Ace bar-end or X.9),it’s a sweet set-up.Shifters: Our Edge came outfitted withSRAM X.9 twist grip shifters. While they arethe most popular type of recumbent shifter, Idon’t like them on trikes. The twisting motionon the slightly angled steering sticks (handlebars)is counter-intuitive and has the ability tocause unwanted steering movements. This isespecially so on quick-maneuvering directsteeredtrikes. Additionally, the twist shifterstake much more effort to twist than the optionalShimano bar-ends (my favorite shifters)that are available at no additional cost.Gearing: The Edge has a gear-inch rangeof 19-95. This gearing was nearly ideal for me,but may be considered a bit low for a performancetrike. I could have used a lower gearfor steep climbs or when hauling cargo. Installinga smaller inside chainring would dothe trick. The shifting quality is good, althoughthe jump from the middle 39-tooth to the outside55-tooth is a big one, and is not the easiestshift. I think bar-end shifters would improvethis (lower and easier effort than a twist grip).For those who need higher gearing, theSchlumpf Drive (2-speed bottom bracket/crankset) is the way to go.The crankset on our Edge has 175mmcrank-arms! With current trends moving towardsshorter cranks, you may want to considerthis upon purchase. I plan to try out145mm and 155 mm cranks this season. (I amcurrently using 170mm-175mm.)Chain Management: The Edge’s chainlineis a bit extreme, and is routed this way for aestheticreasons (because it looks cool). Thechain routes from the crank down to a doubleidler and into twin chain tubes that run throughthe right side carbon fiber mainframe tube. Yes,the chain runs internally. This is a simple, yetvery elegant design feature. The power sidechain rolls over another idler out the back tothe cassette. This system is reasonably quiet,looks great and works even better.While in the large chainring, the chain runsat a fairly intense angle from the idler to thecrankset. One way to improve this routingwould be to opt for the Schlumpf 2-speed bottombracket/single chainring instead of thestock triple crank. WizWheelz has recently redesignedthe idlers and they seem more robustand quiet. It would still be advisable to keep aset of spares in your parts kit.Brakes: This was my first experience withthe Hayes MX1 mechanical discs. The leftcaliper is inverted (discs were designed forMTBs, and nobody makes a left side front discbrake for a tadpole trike). WizWheelz has donetesting and came to the conclusion that thereare no problems in doing this. The brakes stopvery well and were easy to adjust. WizWheelzuses a velcro strap on the brake handle as aparking brake. I’m happy that it has something,but I prefer the spring loaded pin on our ICEOur test Edge outfitted for winter ridingtrike’s brake handle.Wheels: The Edge comes with Velocity 20”wheels with Aeroheat 32º rims, and Velocitydisc hubs. The rims are black and look great.After about 100 miles we had some spokescreaking, so it was time to get the wheels infor their break-in truing.Tires: You can tune a trike’s ride by selectingthe right tires. Some tires are fast andtwitchy, and some are slow and cushy. JackWiswell writes, “I chose the IRC Metro 20 x1.25 for the Edge. It is my personal favorite,has a good tread life, though it is a little heavierthan some.” The Metro is a good, tough andaffordable all-around tire, which I found to bequite fast. I must say that I can’t wait to try thenew Greenspeed Scorcher trike tires.If you look over this trike, there is no skimpingon the components. WizWheelz even usesa SRAM PC-89R hollow pin chain.RIDEThe ride of this trike is phenomenal. It isthe smoothest trike I’ve ridden. I’m sure thatit is the carbon fiber that is deadening the roadshock. It also seems that the twin tube framehas a bit of suspension, according to JackWiswell, “The Double Barrel” frame designallows the Edge to be very stiff torsionally, andnicely compliant vertically.” The frame feelsvery stiff and I can’t feel much flex, but I knowthere must be some give somewhere becauseit rides so smoothly.The Edge’s frame feels torsionally stifferthan the WizWheelz Chromoly TerraTrike 3.6as the rear end did not wag (pedal steer) asmuch under heavy pedaling. (I believe this hassomething to do with the rear end of the framebeing stiffer and more triangulated than theTerraTrike.)Everybody always wants to know if a trikehas brake-steer. I think they all do and directsteeringtrikes seem to have it more than indirect-steeredtrikes. The trick is in the ability todo a controlled (and safe) one-brake stop whileyou are signaling a turn. With its direct steering,the Edge isn’t as good at this as theTerraTrike, but it is commendable. The simplicityand ultra sporty feel of the direct steeringdoes have its price. Also, the Edge has morebrake steer than the TT 3.6.Direct Steering: The direct steer handlingis a bit quick, and will take some time gettingused to. The handling is noticeably quickerthan the TerraTrike (TT) 3.6, though if yourespect it, the handling can be very smooth.Where I notice the quickness is if I turn verysharply and the inside front wheel wants to liftoff the ground.Once you are out on the open road the steeringis so easy that you can almost ride with nohands, or with your palms on the end of thebars. The Edge is well within the riding abilitiesof anyone at bike trail speeds. Those whowant to push the trike harder will need to learnthe limitations of the Edge, or how far you wantto push it. The Edge steering compares favorablyto any direct-steer trike and there are certainlyquicker handling trikes than this one.Handling Dynamics: The WizWheelz seatis fairly wide, and the track width is fairly narrow(The Edge’s gross width is 31.63” and thetrack width is 28.75”, compared to 34” and31.5” respectively on the TT 3.6). With thedirect steering, the handlebars are very closeto the front wheels. You can adjust them backand forth, angled toward the seat or wheels. Ifyou angle toward the wheels, tolerances aretight. If you angle towards the seat, the barshit the seat frame and you limit your turningcircle. I did find a happy medium where Icould turn around in a one-lane road, yet stillnot worry about getting my fingers being tooclose to the front wheels.WizWheelz describes the Edge as a “nocompromisespeed machine.” I think it’s moreof a high-end all-around trike. I rode it on mydaily commute in December, and even in therain on several occasions. What I liked bestabout it was the smooth ride (over our veryrough roads) and the light weight. So I thinkthe Edge could best be described as a narrower,sportier handling and lighter version ofWizWheelz’ popular TerraTrike.The performance of the Edge is very good.The light weight is noticeable every time youput power to the pedals. I was slower up hillscompared to a performance two-wheeler, butfaster on the flats anytime I encountered windon this low trike. The performance limits ofthe Edge will be based upon the gearing (highgear is rather low) and your riding ability.OWNINGPurchase Details: WizWheelz has been inthe business of building recumbent trikes since1996. For 2005 they will start selling throughdealers. I would guess that the Edge will bedifficult to find on dealers’ showrooms, andmost will be ordered.Normally, assembling a trike can take halfa day or more and there are always questions.But the WizWheelz Edge arrives in a giant boxabout 98% assembled. You split the top of thebox, lift the trike out, fill the tires, set the seatposition and hit the road. My box arrived atMarch/April 2005 9

Options & Accessories: WizWheelz has several options for theirtrikes: The Schlumpf two speed bottom brack ($320), WizWheelz safetyflag ($29), rearview mirror ($20) and a small seat back bag that is largeenough for a small tool kit, your wallet and keys ($65). A rear cargorack is also available ($65). Try to make do with as few options as youcan to keep this baby lightweight.The Edge was here during our rainy season. WizWheelz provided acustom fender set ($99). They take Planet Bike fenders and custom-fitstruts to mount to the trike. WizWheelz has done an excellent job inthe modification. However, the Planet Bike fenders are not the mostrobust. I managed to shatter the plastic of the rear fender at the lowermounting hole (and I’ve done it on other test bikes as well). So begentle when you're mounting the fenders.Note the twin mainframe tubesThe Edge direct steering (not bar and seat proximity)The chain as it enters and exits the frame/chain tubes4:00 p.m., the trike was out of the box at 4:05, and I was on the road at4:10. Having assembly done for you really makes the experience muchmore pleasurable. The shipping cost was $119 (to a home address) or$179 (business address). If you don’t like your new trike, WizWheelzhas a 30-day money back guarantee (on direct sales).MARKETNothing even comes close to the Edge. There are no other carbonfiber trikes that we know of. Most other American, European and Australianperformance trikes use steel or aluminum frames and smallertires — so the Edge is unique. See our TT 3.6 review in RCN 087.SAFETYI felt very safe riding the Edge in most situations. In fact, I’ve sort ofchanged my tune about trikes. In most cases, I received more respecton the road than I usually do on any two-wheeler. The one concern isriding at high speeds among cars. I never had a close call, am muchmore cautious on fast decents. I never felt vulnerable under 20 mph,but riding over 20 mph takes skill, practice, alertness, and a relaxedhand on the bars — especially when braking. I limited my downhillspeeds to 35 mph (and it took me weeks to feel comfortable with this).VERDICTWizWheelz really snuck up on us with the Edge. Most riders justwouldn’t expect such an advanced trike from them. I know many ofyou might be thinking that this trike may be too good to be true. It isvery cutting edge, yet it’s new and has no track record. However,WizWheelz sought out a respected carbon-fiber expert to help designand build the Edge. So if you are judging them by what you knowabout early TerraTrikes, think again. That would be like judging Hondaby the 600 coupe or a Lexus by a 1972 Corolla.Do I think it’s perfect? Not quite. I’d like to see WizWheelz continueto refine the handling and relationship between the seat base frame,front wheels and handlebars (which can be tight) and I’d like to be ableto steer a tighter circle. I also couldn’t help think about what this trikewould be like on three 349mm 16” wheels. This is all relatively minorstuff — a wish list if you will.The Edge is a very sweet trike. The look, design, tubes, chainline,cable routing are great and it has to be one of the best looking trikes onthe road. The seat is superbly comfortable and the component picksare mostly spot on. This is one very cool trike — and it is RocketScience. ◆10 Recumbent Cyclist News

An EZ Rider on the dirt — photo courtesy of Easy Racersadds significantly to the EZ Rider’s weight.DRIVETRAINComponents: The Sun components aregenerally pretty good for the price ranges.Our CX chromoly model has a Shimano 8/24-speed drivetrain shifted by SRAM 4.0twist grip shifters. The SX uses a SRAM 3.0mix. The CX’s 4.0’s are low-line, but theyshifted smoothly and quietly. However, neitheris adequate for use by serious daily commuters.Our AX had up-line SRAM X.9 9/27 speed derailleurs and shifters which are adefinite improvement — though we had notrouble with either the CX or AX drivetrainsduring our testing.Our biggest concern about the EZ-Riderdrivetrain is the long cage derailleur. On bothour CX and AX the derailleur hangs very lowwith about three inches of ground clearance.The derailleur also comes fairly close to theside walls of the fat tires that are standard onthese bikes. I had to pick weeds out of thederailleur pulleys several times while offroading.A shorter cage derailleur would bea better choice, particularly for riders whoplan to use the EZ-Rider off-road. However,switching to a short or medium cage derailleurwon’t work with the 11-32 cassette,and may also require a change in the frontcrankset gearing to make up for the smallerrange of rear gears. Make careful choiceshere, because these types of upgrades can beexpensive. Aside from pulling some weeds,I never even came close to tearing off therear derailleur on either of the test bikes.Chain management: The EZ-Rider drivetrainruns smoothly and is relatively quiet.There seems to be a bit more idler vibrationin some gears than we’ve noticed on the EZ-1and EZ-Sport models. Like the EZ-Sport, theEZ-Rider has a lower chain idler that the chainrolls over (versus the spring-loaded rear derailleurstyle that comes on Easy Racer models).An upper chain idler routes the chainthrough the swing arm area near the pivotpoint. About 500 miles into the AX test oneof the idlers fell off the bike and both bikesbecame noisier over time, thanks to rainy seasongrit and grime. Cleaning both bikes definitelyhelped. If you plan to ride an EZ-Riderhard or use it for commuting, I suggest youorder a spare set of idlers — and you’ll needto spend some extra time keeping your drivetrainparts clean.Gearing: The 18-90 gear-inch range isnearly perfect for this bike and comes on allthree models (though the AX is a 9/27 speed).The 18-inch low gear is good for climbing. The90-inch high gear spins out fast on the road —but you’ll need the low gears more than thehigh gears. I was surprised at the 18-inch lowgear because the gear did not feel this low,probably due to the weight of the bike.Brakes: The EZ-Rider CX comes withPromax disc brakes. These brakes have a limitedadjustment range and are a bit noisy whenthey get hot (think fingernails on a chalkboard). The brakes performed adequately, butI would have preferred the SX’s Tektro V-brakes or, better yet, the AX’s Avid mechanicaldisc brakes.Wheels: The EZ-Rider has black alloy hubs,rims and spokes. The wheels are quick release,and the rear hub is Shimano. The wheels onthe AX were not as dependable as on our SunEZ-Sport Limited. We had to true them a fewtimes and I eventually broke a spoke on therear wheel. Finding a black 20” spoke wasnext to impossible, so our local bike shophad to cut one special. I’m a bit concernedfor serious commuters riding on the EZ Riderstock wheels (see RCN 085’s article on Componentsand wheels in particular).Tires: The tires are Kenda Kwick 20” x1.75” 100 psi tires. They are a scaled downversion of a 700c Cyclocross tire. They havea relatively smooth patch down the centerwith knobs on the side. The Kwicks humdown the road. If you ride mostly on the road,or on trails where you don’t need much traction,I’d suggest a different tire to suit yourneeds. The 20” Kwicks felt sluggish on theroad. I swapped them out for the new PrimoComet 1.95” 110 psi tires, and I kept ridingon varied road and off-road terrain. The onlytime I got into trouble was when the trail waswet. (What a mess).Retrofitting the bike with Primo Comet1.95 110 psi tires transformed it into a fastrolling urban assault vehicle. These tires arestriking to look at (imagine a Comet at twoto three times the size). The tires are hardand roll FAST. I regularly spin this bike out.It’s no slouch, but slows down fast on hills.Forgettable parts: I don’t have good luckwith low-line SRAM shifters. I’ve replacedtwo front shifters on two different bikes inthe last year. These were relatively low mileagebikes, less than two years old. Theseshifters work great when they are new. Theonly other mediocre component was thePromax discs. A disc upgrade on either testmodel would cost a few hundred bucks. Ifyou plan to do this, just order the AX — andyou’ll get a lighter frame to boot.SEAT/COMFORTSeat Back: The Sun seat comes in twoversions. One has an aluminum seat backframe, the other has a steel seat back frame.Both the CX and AX have the lighter version.The Sun seat was updated with a newseat base shell made of plastic to replace thewood.Seat Base: Sun’s seat base is reasonablycomfortable, but doesn’t offer the support ofan Easy Racers or Cycle Genius seat base.Lighter riders (under about 175 pounds)should not experience any difference. Onefeature I do like is the ability to repositionthe seat base in relation to the seat back.The seat mounts on the EZ-Rider areunique. There are additional set-up steps includinga bolted-in wedge that needs to bepositioned (by trial and error); the rear quickrelease goes below the frame’s angled seattube, and the front quick release goes aboveit. The seat base should be completely level(while the frame’s seat tube slants at an upwardangle). This set-up note is not addressedin print anywhere that I saw. Easy Racers12 Recumbent Cyclist News

sent me a digital photo that showed me how toset up the seat properly.Ergonomics: The ergonomics are userfriendlyand refined à la Easy Racer. The ridingposition is about as buck upright as you canget. I find that my back separates from the seatback about mid-point. This position is perfectfor off-roading, mixed terrain and urban commuting.It may get tiring after a few hours onthe bike.RIDEThe EZ-Rider is a low-medium speed urbanand off-road fun bike. It’s a comfortableneighborhood cruiser that is capable of goingjust about anywhere. The bike is really at homeon rides where open road high-speed potentialis not necessary. It would be the first bikeI’d jump on for a trip around the neighborhoodor to the store.Stability: The EZ-Rider is a very stable bikeat low to medium speeds. I only had it up toperhaps 35 mph, which was fine on the road.The bike is very maneuverable in both urbanand off-road conditions. The low bottombracket makes riding this bike a breeze justabout anywhere.While the EZ-Rider was here, I also had anEasy Racers Tour Easy and a Cycle GeniusRDX, both of which are noticeably fasterbikes. However, they are definitely not comfyto ride or as much fun for dorking around theneighborhood or riding on unpaved trails.Performance: As set-up, the EZ-Rider is nota fast bike. You can especially feel the weightwhen climbing. You can improve the performancea bit by adding some Primo Comet tiresand an Edge fairing and you’ll have performancejust shy of an EZ-Sport, but with a morecomfortable ride thanks to the EZ-Rider’scushy rear suspension.Off-road: The EZ-Riders are actually beingmarketed as a recumbent for trail use (notethe factory use of Kenda Kwick tires). So earlyin my review process, I ventured into thewoods for a portion of nearly every test ride.The shorter length of the EZ-Rider was a realplus on technical single track and switch backs.The 20” wheels are a trade-off in this re-For1. Redined handling2. Best handling Sun LWB3. Easy Racers design4. Great value5. Doesn’t perform as well as an EZSport Ltd. or Tour EasyAgainst1. Heavy2. Some mediocre components (CX)3. Some chain noise4. Mediocre brakes (CX)5. 20” wheels are small for off-roading6. Rear derailleur hangs lowWhy Buy This BikeThis bike is for casual comfort cruisers who love the Sun/Easy Racersriding position and want the supreme comfort that rear suspension offers.ContactSun BicyclesWeb: www.sunbicycles.comSpecificationsModel: EZ-Rider CXType: LWB OSSSize: 1 sizeWheelbase: 59””Seat height: 25””Pedal height:15.25”Weight: 46 pounds (RCN digital scale)Frame: 4130 ChromolySuspension: Rear A-Pro SSD 150mm shockFork: ChromolyPrice: $999.00SeatBack/Base: Aluminum frame, mesh back,lycra covered foam baseSpecificationsModel: EZ-Rider AXType: LWB OSSSize: 1 sizeWheelbase: 59””Seat height: 25””Pedal height:15.25”Weight: 40.8 pounds (RCN digital scale)Frame: 7005 TIG AluminumSuspension: Rear A-Pro Tough ShockFork: ChromolyPrice: $1499.00SeatBack/Base: Aluminum frame, mesh back,lycra covered foam baseComponentsCrank: Shimano 30/42/52 170mmBottom bracket: Sealed CartridgeHeadset: Alloy 1-1/8”Drivetrain: SRAM 4.0 (rear)/Shimano FC2203 (front)Cassette: Shimano 11-32 8/24-spd.Shifters: SRAM 4.0Chain — SRAM PC9Gear inch range: 18-90Pedals: Wellgo LU-812latformWheels: 20” x 1.75” alloy QRHubs: Shimano FH-M475 (rr.) alloy (rr.)Tires: 20” x 1.5” Kenda Kwick 100 psiBrakes: Promax Mech. DiscColors: RedComponentsCrank: Shimano 30/42/52 170mm (blk)Bottom bracket: Sealed CartridgeHeadset: Alloy 1-1/8”Drivetrain: SRAM X.9 (rear)/Shimano FC2203 (front)Cassette: Shimano 11-32 9/27-spd.Shifters: SRAM X.9Chain — SRAM PC9Gear inch range: 18-90Pedals: Wellgo LU-812latformWheels: 20” x 1.75” alloyHubs: Shimano alloy QRTires: 20” x 1.5” Kenda Kwick 100 psiBrakes: Avid Disc brakes & leversColors: SilverMarch/April 2005 13

The EZ Rider AX (aluminum) — photo courtesy of Sun Bicyclesspect as they don’t give the bike enough groundclearance, nor are the tires tall enough to rideover trail obstacles. The low crank height andreasonably low seat, combined with a refinedand forgiving steering geometry make this agreat handling bike — on or off the road.One aspect of the EZ-Rider that did surpriseme is that the front end feels pretty light. Icould bunny hop the front end on steep climbs,and at speed on gravel roads the front endwould wander as I approached 20 mph. Thiscould be me as well, since I’m at the upperend of the sizing for this bike at 6’ tall, 33”inseam and 44.5” x-seam.Overall the bike is great for easy singletrack, rail-trails and just fun riding. It isn’t anaggressive mountain bike in the usual senseof the word, but a capable cruiser. And the EasyRider is much better going downhill than up.Climbing: The EZ-Rider is no fun goinguphill. With weights ranging from 40.8 to 48pounds, this bike is just plain heavy. The stocktires make matters worse. Opt for the AX aluminumand throw on some Comet tires and itgets noticeably better, but climbing on thisbike took more out of me than the same hillson a Cycle Genius RDX, Easy Racer TourEasy, or a Burley Jett Creek. Climbing on anuphill trail is a real workout on this bike —but it’s a real bomber downhill.OWNINGUtility: The EZ-Rider is a tough bike. I rodemine on the most advanced off-road terrain thatI’ve ever ridden a recumbent on. You can setup an EZ-Rider to fit nearly any recumbentbudget.Purchase Details: Sun has nine differentwarehouses throughout North America, andSun recumbents are the most accessible in thebusiness. Virtually any bike shop that buysparts from J&B Importers (a bike parts wholesaler)can order and deliver a new Sun recumbentfor you.Options & Accessories: Sun/J&B offers aseat back bag, baskets, fenders, a fairing andother options. I also was able to mount a Radicalwedge bag (from a Hase Kettweisel) to theback of the seat. The 20” rear wheel makeslarge capacity cargo bags work really well.Fairing: The J&B Edge fairing is the ticketfor the EZ-Rider. While the EZ-Rider couldbenefit from the performance boost, a largefairing is not ideal if you plan to run this bikethrough the woods and trails. The Edge fairingcovers down to the handlebars (approx.$169)..MARKETThe Sun EZ-Rider is the only rear suspensionLWB under $2,000, so market competitionisn’t really available. As for off-road recumbentcomparisons, we have to mention theLightfoot Ranger. The Ranger (just under$2000) is currently hand-made in Montana,has a rigid frame (with an optional suspension)and dual 26-inch wheels.If you don’t care about off-roading, the entrylevel LWB market competition is hot.Those considering an EZ-Rider should alsocheck out the Burley Koosah ($999)/Jett Creek($1,299), the Cycle Genius LTX ($1,049) andthe Sun EZ-Sport AX ($1599) All are excellentvalues, lighter and better performing bikesthan the EZ-Rider, although they do not offerrear suspension or the super smooth ride.Among the Sun EZ-Rider models, pricesstart at $699 for the SX with its high-tensilesteel frame and fork, 8/24-speed SRAM 3.0drivetrain, alloy crank with steel rings, lessershock, and Tektro V-brakes. The price for theCX jumps up to $995 and buys a cromolyframe and fork, the lighter seat and an 8/24-speed SRAM 4.0 drivetrain. The CX hasPromax disc brakes (which I didn’t care for),and upgrades are expensive. The AX has muchbetter components, but the biggest differenceis the 5-7 pound weight advantage.VERDICTThrough the 2004 season, we rode our testEZ-Riders hard hard. Both were put throughdaily commuter and off-road use. While theframe, seat and handlebars are very tough, wedid have a few concerns:• The rear wheel on the AX had to be truedtwice and we eventually broke a spoke (finding20” black spokes is not easy).• The Sun bikes seem to get a lot of wearSHOCKING NEW ‘BENTS FOR 2005!Introducing the Spider and Nasoke, featuring Burley’s progressive rate suspension system with 5.5” of infinitely adjustable travel for a smooth, confident rideHandcrafted in Eugene, Oregon866-850-5486 • www.burley.comPROUD SUPPORTERS OF THEWASCO WILD WEST 75 RECUMBENT RACE14 Recumbent Cyclist News

The Sun Edge fairingThe Sun seat-back bagon the frame’s seat tube (the plastic tape peelsoff and we didn’t adjust the seat very much).• Some of the components on the CX maynot be up to enthusiast demands.The EZ-Rider is one of the least performance-orientedof the Sun recumbents. You’dhave to ride a base EZ-1 or EZ-Sport, and theystill might surpass the EZ-Rider. When I commentedabout the performance and weight ofthe CX last July, the late Gardner Martin ofEasy Racers shipped an aluminum AX for meto try. The five-pound weight reduction wasimmediately noticeable. I then mounted thePrimo Comet 1.95 110 psi tires and the bikewas transformed. I never got to try the Edgefairing, but that would have been my next option.For my mixed terrain riding around townand country roads, city streets, walking trails,rail trails and even some off-roading, the EZ-Rider is the ticket. While 26” wheels may bebetter for true off-roading, the 20”s are morecompact, making the bike shorter and moremaneuverable on single track. Yes, I actuallyrode technical single track on both of the EZ-Riders. I took on steep trails that are difficulton my upright MTB.The handling and road feel of the EZ-Rideris very refined, perhaps more than any otherSun CLWB or LWB model. The suspension isa LWB rider’s dream, but there is a price andweight penalty. Despite my concerns, I lovedriding the bike, and I miss riding it. It’s a recumbentcruiser. It has the curvy tube traditionalcruiser looks, fat tires and a cushy rearsuspension. If you want to cruise your neighborhoodor local trail system in style, the EZ-Rider is for you. ◆March/April 2005 15

“Volae recumbents are designed to out-performthe best upright road racing machineswhile providing the incredible comfort thatrecumbent bikes are famous for. Volae offersrecumbents equipped with carbon forks, topnotchcomponents, racing wheels, and lightweight,high-tech, molded seats and they areproudly built in the USA. These recumbentslook like what they are: modern, sleek racingmachines.” — Volae RecumbentsRCN Road Test:The Volae ClubBy Bob Bryantbob@recumbentcyclistnews.comVolae is a relatively new companyfounded by Rolf Garthus and family,the owners of the Hostel Shoppein Stevens Point, WI. The bikes were designedby Rolf and the prototypes wereworked out by Vision Recumbents before thedemise of that company. Rolf worked as thebuilder for Richard Schwinn’s WaterfordPrecision Cycles (www.waterfordbikes.com). The result of Rolf’s efforts is astunning, yet slightly different, take on aperformance highracer.With the backing of the Hostel Shoppe,customizing the specifications is easy. Volaeoffers seven models. Our test unit, the $2300Volae Club is a beautiful example of a Volaehighracer.SYSTEMSPerhaps the biggest benefit of thehighracer concept is the ability to use offthe-shelfhigh-performance road andtriathlon parts — such as forks and wheels.Even the seat is a fairly standard Euro-styleshell with Volae mounts.Frame: The Volae Club’s frame is one ofthe finest examples of craftsmanship you’llsee on a recumbent. The frames are built inthree sizes by Waterford Precision Cycles,successors to the builders of the prestigiousand high-end Schwinn Paramount framessince 1938. Paramount frames were knownfor their fine quality and beauty. The Volaeframe is no exception. While there are nocrafted lug works or two-tone paint, the weldbeads and craftsmanship are sheer kinetic art.Note: The 2003 Volae models were built forby ATP Vision, which has since gone out ofbusiness. The transition to Waterford tookplace in early 2004. Vision’s Steve Nash builtthe jigs/alignment table.Fork: The fork is a high-modulus carbonfiber steerer tube and legs and with a threadlesssteerer. The dropouts are aluminum andFor1. Excellent fit & finish2. Smooth ride3. Light & fast4. Excellent service5. Moneyback guarantee6. Shipped almost fully assembledAgainst1. Must be purchased direct2. Tall bike3. Roadie performance bike(no fenders or racks)4. Chain management/idler noise5. Very stiff rideWhy Buy This BikeThe highest quality Highracer this side of a Bacchetta AeroContactVolaeWeb: www.volaerecumbents.comSpecificationsModel: Volae ClubType: SWB OSS HighracerSize: 3 frame sizesWheelbase: 44.5”/45.25”/46.75””Seat height: 26”/26”/26/25””Pedal height: 32.5”/33”/33.5””Weight: 26 pounds (RCN digital scale)Frame: 4130 ChromolyFork: True Temper Alpha Q EXPrice: $2300SeatBack/Base: M5 Carbon Shell (2 sizes)ComponentsCrank: Truvativ Elita 30/42/52 170mmBottom bracket: Truvativ ISISHeadset: FSA Orbit XL-IIDrivetrain:SRAM X.9 (rr.)/Ultegra (ft.)Cassette: 11-32 9/27 speedShifters: SRAM 9.0Chain — SRAM PC9Gear inch range: 23.4-118.2Pedals: NoneWheels: Velocity Spartacus 650cTires: 650c x 23c 120 psi Conti GPBrakes: Shimano 105 Dual Pivot SidepullColors: Light Brass powdercoat16 Recumbent Cyclist News

the fork weighs just 375 grams.Steering: The Volae Club has a fixed overseatsteering (OSS) stem/riser. A threadlessstylestem attached to the mast holds thehandlebars. The stem and riser length are setat the factory based on all those funny littlemeasurements you supplied with your order(including height, weight, shoe size, armlength, x-seam, seated shoulder height, standingshoulder height and inseam). The amazinglycool thing about this is that once the factoryhas all these measurements, very little timeis needed to fit the bike to you because it’smostly already done. You need to set the seatrecline and position the handlebars (though aproper setting was suggested by Volae and itworked for me). The ergonomics were exceptional.The “fit” of the Volae is something specialand seems to be a very refined processgiven the young age of this company.Weight: The Volae Club is supposed toweight 26-pounds — and ours came in justunder that amount. The Volae Club has aweight limit of 250 pounds.DRIVETRAINComponents: The Club comes with SRAMX.9 shifters and rear derailleur — whichshifted the Truvativ Elita 30/42/52 (170 mm)crankset flawlessly. The bottom bracket is aTruvativ ISIS. Truvativ components are usuallypicked as a cost-saving measure, as a fullUltegra would be more expensive (at least thisis my understanding from the road bike world).Personally, I prefer Ultegra components, butthere is absolutely no problem with theTruvativ spec on this bike. The Club comeswith an Ultegra front derailleur, and bar-endshifters could be an option.Chain Management: The upper chain rollsunder a very durable modified Greenspeed 15-tooth idler modified by Volae with taperedteeth and a 10 mm bearing. The lower chainrolls over a small Vision-style idler to guidethe chain by the front wheel and out to thecrankset. While the chainline looks good andworks smoothly, the chain management is abit noisy on the Volae. The chain, derailleurpulleys, and Greenspeed idler placed under thatstiffly mounted carbon-fiber seat act as a resonatingchamber which makes the drivetrainnoisier than the competition. The idlers andparts seem to be very high quality, but whenall parts come together, there is noise. Thechain management is quieter on both theBacchetta and the RANS. When we rode thebike with the Vision-style mesh seat it wasquieter as well.Gearing: The 30/42/52 crankset and the 11-32 cassette give an effective gear inch rangeof 23.4-118.2 which is close to perfect for thisbike.Braking: Our test bike had the fantasticShimano 105 dual pivot side pull brakes. Ifthese brakes are good enough for the Tour deVolae’s Rolf GarthusVolae’s optional mesh seat was formerlythe ATP Vision seatFrance, they should be good enough for mostevery recumbent rider. They are easy to adjust,offer great braking power and give a cleanlook to the bike.Wheels: The Club comes with a VelocitySpartacus 650c lightweight and aerodynamicwheelset. This was our third set of these wheels— and all have been trouble-free. These fastand durable wheels are good for riders under250 pounds.Tires: The Continental Grand Prix 3000650c x 23 were very fast and trouble-free, howeverthey are too skinny for my weight, ridingstyle and home terrain (rough roads). Be sureyou carefully consider tire size.COMFORTOur test bike came with an M5 seat, as didmost 2004 models. Shortly after we finishedour test, Volae began producing its own shellseats in both fiberglass and carbon fiber. Accordingto Volae, “The seats are available inthree sizes: small, medium and large. Riderswill notice that the longer and more upturnedseat pan on the Volae seat cups their butts betterthan other molded seats on the market. Thiseliminates the recumbent butt that some ridersget on the backside of their butts when usingother molded seats. The fiberglass seat weighsabout 2.2 pounds (medium) and the carbon fiberseat weighs about 1.5 pounds (medium).”The optional Vision mesh seat is also available.I spent a fair number of miles on the optionalVision seat. It is more comfy than I remembered,but there is what we call a seathorn that sticks out forward center of the seatbase and can cause irritation under your groin.Some riders are sensitive to this, others are not.This has always bothered me on Vision bikes,and on Ryan Recumbents before them.The mesh seat raises the riding position andchanges the dynamics of the bike. I had tomove the seat forward 1-1.5 inches, and I wason my tiptoes at stops. The mesh seat is alsoquite noisy. While the bike is quieter with themesh seat, the seat itself squeaks. The bike isvery fast with either seat. The Vision seat isalso very light, and is about the same weightas our M5 seat.One of the beauties of this bike is the seatmount — it seems bomb-proof. The Volae systemis similar to the former Vision (drilledholes in the frame). A unique seat mount slidesfore-and-aft and there are adjustable seat backbraces as well. Volae’s seat mount is reversible,making for a full range of seat positioning.While not as quick as a Rad-Loc orBacchetta system, it locks down very tight, andmakes seat removal quick.RIDEThe Club is fast and stiff — like a drop-barroad bike. The mono-tube frame has someminor give or flex, but the Volae rear seat strutsare extremely tough and stiff. The seat mountseems stiffer than either the RANS orBacchetta. Volae’s theory is that this puts morepower to the rear wheel — but it also seems tomake for a slightly rougher ride.The bike feels like a much longer bike —read: stable. That is until you go bombingdown some rough country roads. I got intosome trouble zooming down the back side ofMorgan Hill in Port Townsend: I had a deathgrip on the bars at 30 mph when the bikestarted to bounce on the road surface. I wasconcerned that my hands would slip off thehandlebars, but this didn’t happen. This doesn’thappen with just the Volae, but with otherhighracers, and even with some LWB OSSperformance bikes. The stiff frames, wheelsMarch/April 2005 17

Volae’s tweaner style bars. A rearview mirror can be mountedon the left bar where the straight tube meets the curved sectonand skinny tires transmit road shock, so be careful.Performance: The Volae Club felt light on the road, and quite fast.Highracers have been the fastest bikes on my test course this past season.OWNINGUtility: The Volae Club is not exactly a utilitarian recumbent. Youcan carry a small seat bag, but that’s about it. The Volae Tour and Centuryhave 26/20 wheel combos and can accept all of your favorite touringaccessories. The Volae and Hostel Shoppe websites are full of coolstuff to adapt.Purchase Details: No messing around here. Volae makes purchasingsuper-easy. You take several measurements to give the nice folkswhen you order. When your new bike arrives at your home, it’s nearlyready to ride. The fixed OSS stem/riser is set based on the measurementsyou supplied. You lift the bike out of the box, remove the packingmaterials, unwrap the bubble wrap on the chain, install the frontwheel, flick the front brake quick release, install your pedals, inflatethe tires, — and you’re rolling. And if for some reason you really don’tlike your new Volae highracer, Hostel Shoppe offers a money-backguarantee that is unmatched in the recumbent business. According toVolae, “If, after two weeks, you decide the bike is not for you, we'llhave the bike picked up and will refund all of your investment less a5% demo/rental fee. This refund also includes shipping charges bothways.”Volae’s mail-order purchase program is very impressive. The trickis in the oversize box that Volae uses to ship the bike. In this respect,receiving a new Volae is much the same as our experience withWizWheelz or BiGHA (the bike was delivered almost ready to ride ina huge box).Options & AccessoriesWith the Hostel Shoppe behind it, Volae has the largest selection ofrecumbent goodies in North America. There are print and online catalogsfor recumbent enthusiasts to drool over. Volae offers a kick standand mount ($36.95), a B&M Cyclestar mirror ($22) that neatly mountsinto an open-end in the custom Volae handlebars, two custom bags forall your junk, including a small bag (350 cu. in.) for $60 and a largebag (1,050 cu. in.) for $80. Fenders, a light T-bar mount and a WhiteIndustries RC8 suspension fork will fit some models (not the Club).There is a rear rack, but don’t even think of mounting one of those onthis beautiful machine.MARKETThe Highracer market is heating up: Bacchetta is on fire and has anewly updated value-added Strada model, the Giro 26/26 tourer, thetitanium Aero and the upcoming aluminum Corsa. RANS introducedits hot new Force 5 models this year. For 2005 you can choose from aRANS standard seat, Zephyr seat or M5 seat.The three brands all vary just enough to make them unique in theirown ways. Certainly Bacchetta has the edge because they came outfirst, have sold more highracers, and they have a host of dealers and agroup of extremely loyal owners.The closest models to the Volae Club are the RANS Force 5 XP andthe Bacchetta Strada. There are pros and cons to both of these as comparedto the Volae Club. The RANS frame is built in Hays, KS and hasa trussed (triangulated) frame. The Bacchetta Strada frame is built inTaiwan — but this bike is an especially good value for 2005. (Bacchettahas been paying attention to its competition). These are all VERY nicebikes and making a choice will be difficult.Volae offers six SWB highracer models to choose from: The 26/26Tour is a unique touring highracer with a mesh back seat ($1400), theCentury is a 26/20 ($1700), the Sport is a dual 650c ($1700), the Clubis our test bike ($2300), and the Team is the racer ($2950). All modelshave cromoly frames built by Waterford, but the forks and seats (M5models and Volae mesh-back) differ.VERDICTHighracers are sleek and lightweight recumbents. They are the closestthing we have in recumbency to upright drop-bar racers. They bringtogether lightweight systems from hpv racing, road and triathlon bicycles.These laid-back machines are efficient and can be very fast.They are wonderful machines if chosen for the right purpose.The fact remains that not every recumbent rider will want a highracer.Some won’t like the tall, skinny wheels with their hard high-pressuretires. Others may want to sit more upright. And yet others won’t likethe knees-between-the-bars outstretched-arm ergonomics (best for theopen road). Many aren’t so good for commuting or touring — and theyare expensive. Highracer manufacturers mostly know all this and alloffer less extreme more real-world-friendly machines in their lineup.For those in the go-fast crowd, you know who you are. Perhaps you’rea seasoned recumbent enthusiast or roadie-convert and you just wantto go fast riding with your club or in a race-type event. You might ownseveral recumbents or bicycles for various purposes. The highracercould be the bike for you. As far as performance is considered, thereare only a few recumbents that can even compare, though most willagree that the highracer just might be the fastest widely-available enthusiastrecumbent.Rolf Garthus and his crew, including Waterford Bicycles, have donean excellent job with the Volae bikes. The level of finish quality, serviceand delivery is very rare, and welcomed in the recumbent world.Despite our minor criticisms of the drivetrain noise and mesh seat horn,Volaes are sure to become respected machines in the world of highperformance recumbents.If you are concerned about buying a bike like this directly from themanufacturer, don’t be. The Hostel Shoppe has lots of experience withrecumbents. The Volae is based on sound design principles — inspiredby the Vision Saber, Kingcycle, Bacchetta and the Hostel Shoppe’sown recumbent bicycle expertise. If you want to see what to expectwhen you receive your Volae, check out the website and take a look atthe Volae Quickstart Manual which will outline the steps needed to getyou out the door. Also, don’t forget Volae’s satisfaction guarantee (5%charge if you are not satisfied after a two week test ride).Not everyone needs or can use a highracer, so Volae has adapted itshigh quality and design attributes to create the Volae Tour dual 26”model and two 26/20 models, the sporty Century and the Tour, both ofwhich are state-of-the-art SWBs. The coolest thing is that you’ll getthe extremely high quality of a Waterford-USA built bike on Volaemodels starting from $1400. So besides being one of the finest builtrecumbents, they are also a fine value. ◆18 Recumbent Cyclist News

STELVIO:BIG APPLE:16" 28-349,17" 32-369,18" 28-355,20" 28-406 folding, 28-451,26" 28-559, 23-571,28" 23-622, 25-622, 28-622,16" 50-305,20" 50-406, 60-406,24" 50-507, 47-507,26" 50-559, 60-559,28" 50-622, 60-622,MARATHON PLUS:20" 47-406,26" 47-559, 37-590,28" 28-622, 32-622, 37-622,40-622, 47-622, 40-635,MARATHON SLICK:MARATHON:20" 35-406,26" 35-559, 47-559,28" 30-622, 37-622,16" 40-305, 47-305, 37-349,18" 40-355,20" 40-406, 47-406,24" 40-507, 47-507,26" 40-559, 47-559, 50-559,37-590,27" 32-630,28" 28-622, 32-622, 37-622,40-622, 47-622, 40-635,ALWAYS AHEADwww.schwalbetires.comHEDIGER CYCLESTrimuter • Big Wheel • Hed TurnerOptional Power Assist · Trikes with 20” or 26” rear wheelHed TurnerTrimuterTel. 618-654-6740Visit Our Website: www.trimuter.comJ A Y ’SPEDAL POWER BIKES512 E. GIRARD AVE, PHILA., PA• Burley• Bacchetta• Easy Racers• RANS• Greenspeed• HotmoverWe ship worldwide. Call for CatalogTel. 215-425-5111Visit us at: www.jayspedalpower.comReynolds Z-Bone ST (Soft Tail)High Performance without the Bone Shaker Ride• Fast• It Folds• Rear Suspension• Front-Wheel Drive• Light (Titanium)Tel. 603-432-7327Web: www. reynoldsweldlabs.comHe is not pleased with the strength of horses nor in the legs of man, but the Lorddelights in those who fear him and hope in his mercy — Psm 147: 10 & 11Kneesavers steel pedal extenders move your pedals out 20 mmfrom the crankarms increasing the “Q Factor” and improve cyclingbiomechanics. They are ideal for recumbent cyclists. They allow amore toed-out position in those with a toes-out/heels in-gait pattern.As a result, foot, ankle, hip and most commonly knee pain iseliminated. Visit your local SCOR/recumbent dealer or our websiteat:www.bikescor.comTel. 800-548-4447 or Email: BikeIce@aol.comSCOR Productionswww.TopperRacks.com(800) ATOC-021(800) 659-5569 www.Draftmaster.comwww.Atoc.comA NEWDIVISIONOF ATOCRoof topcarriersforsinglestandemsrecumbentsPivoting & non-pivoting styles availableDECALSTOO!Receiver hitchcarriersforsinglestandemstrikesrecumbentsMarch/April 2005 19

Recumbent SafetyBy Bob BryantBicycle safety is a subject that is just notwritten about enough. This article iswritten primarily for those recumbentriders who plan to use their bikes for transportation.But even if you ride recreationally on abike trail, you will also glean some useful informationfrom this article.Back in 1975, John Forester wrote the firstedition of the classic bicycling book, EffectiveCycling. In this book he outlined what hecalled “vehicular cycling principles.”Forester’s principles can be summed up in thisone sentence: “Cyclists fare best when theyact and are treated as drivers of vehicles.” Asstated in The Art of Urban Cycling by RobertHurst, Forester’s principles “won over the cyclingcommunity.” They are still taught to thisday by the League of American Bicyclists.In The Art of Urban Cycling, Hurst notesthat there are 65 million more people and evenmore cars than there were back in the 1970s.He advocates that modern urban cyclists needto be a bit more flexible as to routes and safety.After a series of close calls this past spring,I started researching the cycling safety booksjust to make sure that I was doing the rightthing. I’ve always blazed my own trail whenriding. I don’t need to be out with the cars onthe road. If there is a bike or multi-use trailgoing in my direction, I’m there. I chooselightly-traveled roads, and I carefully considerthe various situations that I get into.I had several spots on my commute where Iwas having repeated problems with cars:In downtown Port Townsend there is a ferrydock. In the summer, there is always a line ofcars. I stay in the bike lane, which then becomesthe ferry turn lane and then ends at theferry dock. I move from the bike lane/ferry turnlane into the main lane of traffic. I ride 40%out into the lane so that cars cannot pass me.The reason why I do this is that there is a stripmall less than one block after the ferry dock.Several times a month cars would pass me, andimmediately cut me off by turning right acrossmy path into the mall. I confronted a few ofthese drivers. Two actually said the same thingto me: “You were in my road,” and “What amI supposed to do?” I reminded them that I hada full legal right to that lane. But now I don’tgive them the chance; I ride out in the lane.Further into town traffic slows down to a20 mph two-lane main street. Many safety advocateswould tell me to stay out of the bikelane for fear of being hit by an opening cardoor; and to ride in traffic if I’m going the samespeed as the traffic. While in principle thissounds right, often the traffic is going less than10 mph or is stop-and-go. If I sit there withthe cars, I end up overdosing on exhaust fumes.In this case, I carefully ride up the bike lane— carefully not getting too close to the parkedcars or to the line of stopped traffic. To makematters even more like a video game, there areoften delivery trucks parked down the centerof the street so a careful cyclists needs to beaware of the “squeeze”.On a rural street out towards my house thetwo lanes haven’t been resurfaced in years andare full of potholes and ruts. If I ride in theright 20-30% of the lane, drivers quite oftenwill attempt to pass. The lane narrows significantlyand I’ve been run off the road severaltimes (most recently by a bus). In this situation,I have now moved out into the lane sothat the cars cannot pass, or they have to moveinto the oncoming lane to pass. Ridiculously,many try to pass anyway when they don’t needto. I’ve measured my speed at over 20 mphthrough this area, and the speed limit is only25 mph.I’ve never admitted publicly to my flexibleview of Forester’s “effective cycling” concepts.It wasn’t until I read The Art of UrbanCycling that I became empowered and beganto see myself as a capable, experienced cyclistwho is able to ride in a safe and predictableway — even though it doesn’t go along 100%with the rules of “effective cycling.” My recommendationto RCN readers is to visit someof the websites outlined below and perhapscheck out some books from your local library.Think about the situations on your rides/commutesand come up with careful and safe waysto handle them. Also, riding a bike suited fortraffic riding and having adequate safety gearwill help you along the way.Safety EquipmentAs a commuter cyclist, I ride 10-12 miles,twice per day, to the post office and back andon errands around town (combined with fitnessrides). After several close calls this lastseason, I decided that I had to make somechanges to be seen by motorists. The informationbelow outlines some of the changes that Imade to get safe.Bell: I have a thumb activated bell to alertother riders, pedestrians, and dogs of my presence.Something like the Incredibell sells for$6-$11.Horn: In traffic you need more than a bell.The Airzound air horn ($30) is a good way togo when you need to get the attention of cardrivers. Yelling at the top of your lungs is anotherway to alert them.Flag (vertical): Most recumbent trikes comewith safety flags. For those that don’t, mostbike shops sell safety flags. If anybody knowsof a good source for a two-piece flag pole andhigh-quality flag, please let us know.Flag (horizontal): The Flash Flag will helpmotorists judge just how much room to leaveyou in traffic. www.flashback.ca. Some feelthis is a great idea, others have told me that itmay antagonize motorists. I haven’t tried it yet,but would do so on a two-wheel commuterbike.Helmet: This is a must-have, and don’t useyour 25-year old Bell helmet or your kid’sroller blade helmet. Get a modern helmet thatfits you well. For urban cyclists, the Bell Metrois the helmet that people are talking about.Lights: On dark or drizzly days, or in falland winter, I ride with the lights on. RCN lightexpert Kent Peterson tells me that the best andmost affordable basic lights available out thereare the 1000 candle power Cateye EL500 LEDheadlight ($50) and the LD1000 tail light. TheLD-1000 has 10-LED lights that flash on thesides and to the rear (about $35). Both run onAA batteries. Another option is a clear flasheron your handlebars.One of my bikes has a hub dynamo generatorand light combo. I loved this until I realizedthat a friend’s Cateye light was brighterand doesn’t flicker with varying power output.Mirror (rear view): I ride so many differentbikes that I like a mirror that attaches tomy glasses. I use a Take-A-Look (see RCN085, pg. 8). I’ve had this mirror for years. Ifind that glasses or helmet mirrors vibrate less,but consult your selling dealer to find a mirrorthat works best for you. Just get a mirror —this is the single most important safety optionyou can get for a recumbent bicycle.The Mountain Mirrycle mirror is a highqualityand widely-used handlebar mount mirror($15).Reflective products: I wear a fluorescentgreen cycling jacket. Mine is made by PearlIzumi. I also have a Burley rain coat that isbright yellow with some reflective materialsewn in. It is a wise decision to place reflectivesafety triangles on the back of your bike.Safe RecumbentsCompact Long Wheelbase (CLWB): Theseare the ultimate commuter/recreational design.A suspended model, like the HP Velo Spirit,can be a very comfy urban ride. They tend tobe heavier, and not perform as well once youget out on the open road. The tall and uprightposition gives a safe and commanding viewof the urban environment.Long Wheelbase (LWB): While these bikesare long, they are lower than a SWB or CLWB.The length can be an issue for some, but mostare user-friendly enough. Fairings can maketight turns an issue. LWBs are generally20 Recumbent Cyclist News

heavier than SWBs, and won’t go on a transitrack.Short Wheelbase (SWB): The Americanstyle SWB may be the best compromise for anall-around commuter/touring/recreational recumbent.The good old “begging hamster”position is user friendly, and a medium pedalheight is user friendly enough for most enthusiasts.I also prefer them because they will goon a transit bus rack if I care to do some ridingin another county.A highracer is about the same as a SWB,but most have “tweaner” bars (your legs arepedaling in between the bars). I find these moreRecumbent SafetyBy Mike LibrikMr_Safety@UrbanCycling.comDammit but what the skillful driverwants when in traffic is to help create a traffic situation that is safer foreveryone involved. The “good driver,”whether a biker or a motorist, uses his/herpresence to organize a chaotic, fast-movingsituation into an ordered, understandableone, where the right moves are obvious toeveryone and doable with minimal worry.Bad traffic happens when a driver actspurely for personal gain, ignoring what situationwill result for the other drivers. Motoristsuse raw power and intimidation toblast a way through traffic. Cyclists use theirnimbleness to slip through small gaps. Ineach case, the driver forgets that their opportunismcreates a less predictable, morestressful situation for others.No one is a “good driver” all the time,but it is a worthy aspiration. The key to refinementis self-criticism. When scary situationsinevitably occur, one must questionhow one’s own actions, or lack of preparations,helped bring about the bad event.Blaming the other driver, society, or theworld, squanders the chance to learn something.It also makes one feel helpless. Nobodyleaves a driving class as a good driver,but hopefully everybody leaves with thishabit of asking “how could I have done thatbetter?”With all this theory in mind, consider thesefactors in the design and equipment of yourrecumbent:difficult to ride at low speeds and in dense urbansituations. Also, the higher pedals and reclineseats make starts/stops a bit more difficult.Highracers are generally sport bikes andare not equipped for urban riding.Trikes: For a long time I thought trikeswould just be too vulnerable in traffic. Duringa recent trike test experience, I noticed that Iget more room and respect on the road whenriding a trike. There are times when it has tobe difficult for motorists to see a low trike,but it just depends on how dense and fast movingthe traffic is. I would certainly plan myroute carefully. Delta trikes may be a bit easier1. Mirror Position: Devotees of helmet mirrorsmay disagree, but properly positionedand non-vibrating handlebar mirrors give themost information about pursuing traffic. Irecommend Mirrycle (pronounced“miracle”) brand mirrors, or their derivatives.A good bike for traffic should let youelevate your mirror into your normal lineof-site,so you can make frequent and sustainedobservations of pursuers without sacrificingcontrol. Mirrors should be set wide enough togive a wide cone of visibility behind you.Handlebar placement should also set your mirrorsforward enough so you do not fatigue youroptic muscles from the high-frequency refocusingbetween the road and the mirror. Bywatching your mirrors long and often enough,you can default to a controlling position in yourlane, increasing your “presence” (see 5 below)and slowing the approach of traffic. Givendetailed knowledge of pursuers, you can easilyyield lane position to assist an overtakingcar without letting it pass you fast and close.2. Easy stops and starts: A complete stop isone foot flat on the ground. If your bike doesnot allow this, you will be disinclined to stop,reducing traffic safety. Having to slide forwardin the seat to stop increases the time needed tostart. This increases the risk of crossing busystreets or creeping into blind intersections.Recumbent designs with an upright seatingposition, a cut-away seat base, a low-enoughseat height, low pedals, and certain steeringcharacteristics, have easier stops and starts. Ithink that small wheels improve these conditions,and may also provide better accelerationaway from a stop (though they limit topspeed). Similarly, internally geared or hybridhubs help here. Naturally, taller cyclists caneasily stop a wider range of designs.3. Eye position: When biking in the city, youneed to see around blind corners, meaning youreyes should be high and forward. Recumbentssit the driver back, but some designs put lessbike ahead of the eyes. The lower one sits, thegreater the likelihood of encountering blindcorners. The conflicting needs of easy stopsand eye height makes a delicate balance in recumbentdesign, since the seat must be lowto ride and more visible in traffic, but theydon’t perform as well, and some have tractionissues (those with one wheel drive). Trikeswon’t fit on a transit rack. This aside, I’d ratherride a trike through my town than any otherrecumbent commuter. Lowness will be an issuefor some. The ultimate decision on thismust be made by the owner/rider and localriding environment.WebsitesBicycling Street Smarts: This 46-page. . . Continued on page 28enough for the stop but high enough for theview. By the same token, fast starts and easystops reduce the problems of blind intersectionscaused by poor eye position.4. One-handed control: Good one-handedcontrol makes big, sustained hand signalseasier. The cyclist should have no problemstarting the bike from a stop with one handcommitted to a big left-turn signal. Allrecumbents do well here, since a recumbentrider’s weight is on the seat and not the arms.Short wheelbase USS has a problem withone-handed control at downhill speeds,which can be reduced by front suspension(at the cost of increased seat height).5. Presence: This ultimate concept subsumesand expands the matter of visibility. Beyondjust being visible, you must be visible earlyand immediately establish yourself as an inevitableconstituent in the traffic situation.Meeting minimum standards for visibilityequipment is not enough. Get enough visiblesurface and properly-charged lights to looklike something substantial at the instant youappear. Fly flags over line-of-sight obstructions.Know the situation to your rear andposition your visibility rig at lane centerwhenever possible. Activate remote strobesin response to your pursuers’ behavior. Employforward audible alerts (Incredibell, etc.)or strobes early. Presence requires not justequipment, but skill in using it. Drivers mustmake split-second decisions under stress, andyou must be instantly detected and deciphered.Social relations in traffic often lastbut seconds, and making a first impressionof reserved yet powerful presence can reapgreat respect during this short encounter. ◆Mike Librik is a League of American BicyclistsLeague Certified Instructor for bikesafety. He teaches basic Road 1 and advancedUrban Cycling classes(www.UrbanCycling. com) in Austin, TX. Heowns Easy Street Recumbents, and wrote thecontent of www.EasyStreetRecumbents.com.March/April 2005 21

“The RDX is equipped with a set of 700c/451c aero wheels to provide exceptionalhigh-speed stability, Truvativ Rouleur crankand SRAM X-Series drive train to insurethat high speed becomes your normal state.”-Cycle Genius RecumbentsRCN Road Test:The Cycle Genius RDXBy Bob Bryantbob@recumbentcyclistnews.comCycle Genius has been known for itsaffordable short wheelbase (SWB)recumbents and, more recently, forthe RDX and LTX long wheelbase (LWB)over-seat steering (OSS) models. For 2005,the company has continued to focus on theLWB.The LTX and RDX share the same aluminumframe, but the RDX has an aluminumfork (the LTX has cromoly). Both alsoshare the same seat, which is used throughoutthe Cycle Genius’ line. These two newrecumbents are a welcome addition to thelong wheelbase arena. Cycle Genius likesto think of the RDX as affordable competitionfor the Easy Racers Gold Rush. Readon and we’ll see how the bike compares.SYSTEMSFrame: You’ll think that the frame designis either a unique retro ‘50s hot rodstyle, or a kluge of tubes. People seem toeither like it or hat it. It doesn’t have theswoopy chopper-esque looks of the mostsuccessful LWB OSS recumbents. The aluminumframe is made for Cycle Genius inTaiwan.Fork: The RDX has a stunning 7005 aluminumfork. Not even the Gold Rush hasan aluminum fork. The fork has a uniqueshape: it is flat on the inside and roundedon the outside, somewhat in the shape ofawing. The fork is disc ready, but does nothave fairing mount braze-ons (see accessories).Steering: Cycle Genius has a wellthought-out three-piece riser tube. The firstpiece is the stem that mounts into thethreaded fork. The second is the clamp, andthe third is the riser. A ball-detent allows forquick and easy settings. A touring style aluminumriser bar mounts into the two boltstem clamp. The standard system works reallywell, but aesthetically it doesn’t havethe chopper-bar look to it. (For 2005 CycleGenius is offering a black anodized chopper-styleEasy Racers handlebar that is similarto the handlebars on the CGX. I preferFor1. Excellent value2. Unique look; like it or not3. Light for LWB and price range4. Cool aluminum fork5. Optional chopper bars6. Disc brake readyAgainst1. Funky frame design; like it or not2. Heavy seat3. Fairing mount needs refining4. Low back seat5. Performance6. Some no-name brand partsWhy Buy This BikeYou’ve always wanted a Gold Rush, but you only have $1350.ContactCycle Genius RecumbentsWeb: www.cyclegenius.comSpecificationsModel: Cycle Genius RDXType: LWB OSSSize: One-size 5’1”-6’5”Wheelbase: 69”Seat height: 23.25”Pedal height:13.75”Weight: 32.6 pounds (RCN digital scale)Frame: TIG 7005 aluminum (Taiwan)Suspension: NoneFork: 6061 aluminum (disc ready)Price: $1349.99SeatBack/Base: Mesh back/foam baseStem: Kalloy customBar: Kalloy 2” riseComponentsCrank: Truvativ Rouleur 30/42/52 172.5mmBottom bracket: Truvativ ISISHeadset: Alloy sealedDerailleur (front): N/ADerailleur (rear): SRAM X.9Cassette: 11-32 9/27 speedShifters: SRAM X.7 twist gripChain — KMC 9-speedGear inch range: 25.3-127.6Pedals: Alloy platformWheels: 700c rear; 451mm 20 x 1” frontHubs: Quando High Pro alloyTires: Cheng Shin CST HP 100/110 psiBrakes: Tektro Quartz w/carbon insertsColors: Polished aluminum or blackpowdercoat22 Recumbent Cyclist News

the optional handlebars.)Finish: Our RDX came in a very attractivenatural polished aluminum. The optional coloris black. Hmm, aren’t these Gold Rush colors?The bike is busy with decals, includingone that says that mistakenly says it’s madefrom cromoly.Natural (no paint) is a great option for aluminumbikes. There is no paint to scratch orget damaged.Weight: During this review we got a newTopeak Prepstand bike repair stand. Whilethere are many good stands, this one has a digitalscale on it so we can get accurate weightsfor all test bikes. The RDX weighs 32.6 poundswith no pedals or other options. The LTX usesthe same frame with a cromoly fork, discbrakes and a different component package. Wedid not weigh the LTX, which is listed at 35pounds.SEAT & COMFORTDesign: The CG seat has a medium-heightmesh back hinged to a foam base. A crude andmostly useful angle adjustment is located underthe seat, but is difficult to use compared tothe other quick release adjustments for the seatposition and seat stays. The only problem wefound was that we couldn’t make the seat basesit flat without some filing. I especially likedthe quick release seat recline adjustments.Ergonomics: The position is very close tothat of an Easy Racers recumbent. The seat is1-1.5” higher, and the bottom bracket is 1”higher than a Tour Easy. The riding positiondoes not seem as aggressive. I thought for surethe Easy Racers seat was lower, but it’s anoptical illusion from the CG’s straight top tube(vs. the Easy Racers sloping tube).Seat Back: I really liked the way the seatback arched and hinged. Despite its lack ofheight, the arch fit my back very well. Thematerial stays taught and there is no adjustmentto slacken the mesh. I felt no need toloosen the mesh as I do with the Sun seat. Theseat back position is fairly upright which suitsthe design. So the short adjustment range isadequate.Seat Base: The foam base is thick, firm andcontoured like a John Deere tractor seat, onlya bit smaller. The base will be comfy for mostriders, but we have heard complaints fromsome who tried the bike and preferred a differentbrand/seat. The base is probably largerand with more foam than necessary. The CGseat still has a wood base, with some sort ofplastic underlayment so that you can’t see thewood. The seat base frame is chromed steel.While the seat design worked well and is morerefined than previous CG seats, it could certainlybe lightened up a bit.While the seat should be trouble free, overallthe seat could be improved. They need tomake an option so it sits flat, perhaps less foamin the base and they could easily shed someweight from this heavy seat (or offer a lightweightseat option).DRIVETRAINComponents: The specs on the RDX aremostly impressive. The SRAM X-9 rear derailleurand the SRAM X-7 twist grip shifterworked fine. I like the way the bike shifted,but I couldn’t quite get it adjusted properly.The X-7 shifters are very loud. The front derailleuris a Shimano 105 which was fine, butthe bike had a bad case of chain rattle (seebelow). 2005 models will have a different frontderailleur.Chain Management: The chain is easy tomanage. It rolls over one cartridge-sealed bearingidler that is on a floating mount (side-toside).This is Cycle Genius’ first venture intochain idlers. Their “X-frame” models don’tneed them. While the idler looks well-designed,it produces an annoying rumble, especiallyin lower gears (on each chain ring). Theonly solution to the annoying noise is to liftthe chain off the idler and let it run free. I didn’thave any big problems while doing this. Thefolks at Cycle Genius are not big fans of chainidlers — and it shows. If they plan to use themon the LWB bikes, they should try and find aquieter idler. The chain also rattled on the frontderailleur cage when in the large chain ring. Irepositioned the derailleur several times to seeif I could quiet the drive train down and I couldnot. Happily, the 2005 RDX model we rode atInterbike did not have this problem.Gearing: The beautiful Truvativ Rouleur30/42/52 crank set spins on an ISIS-style bottombracket. If you ride in hilly country, theodds are that you’ll find the gearing just toohigh on this racing-style road triple. On rollinghills I didn’t have the lower mid-rangegears that I require. The gearing on this bikemight be adequate in relatively flat places, butI’d still prefer something like a 24/39/54. AndI would readily give up my high gears to haveadequate low gears.Braking: The carbon-fiber/aluminumTektro MT-50 V-brakes look good and stoppedeven better. I had to adjust the spring tensionon the front brake and was delighted to find ahex bolt (instead of a crappy odd-sized screwslot). I almost kept these brakes for myself.The handles are matching Tektro CarbonEclipse models. I had never heard of this modelof brake before, but I sure did like the feel ofthe handles as well as the stopping power.Wheels: The rear 700c x 23c is skinny andfast, and presented no problems during our test.The wheels were a bit skinny for me. My ridingpal commented that my rear tire looked a bitlow shortly after I pumped it up to 100 psi. (Iweigh 220 lbs.) The rear wheel spokes are radiallylaced on the non-drive side, which isunique.The front wheel is a radially-spoked AlexD22 aero-rim laced with 28 light-duty 15-guage spokes. The front wheel’s spokes eventuallystarted making a popping noise when Irode and eventually went out of true.The tires are Cheng Shin road tires which Ihad never seen before. CG’s Danny Savitzkysays the long wear tire is from the wheelchairindustry. The front is a 20” x 1” 451 mm (atall and rare BMX size). The SC Super ST tireis rated at 110 psi.The rear tire was a match to the front, butjust 100 psi. I had one flat tire with these skinnytires and I rode this bike daily for more than amonth. CG offers a paired spoke wheel optionfor the RDX.Forgettable Parts: The CG specs are goodand bad. While there are some real highlights,there are also a few no-name brand parts inthe hubs and headset. The most forgettable parton the bike was the no-name “alloy sealed”headset which was too tight and didn’t rotatefreely (an upgrade costs $60-$100). We haven’ttried the no-name brand front derailleur thatis spec’ed on the 2005 model.ZACH KAPLANCYCLESHigh Performance Recumbentsfor TransportationFairings · Suspension · Lighting systemsPedal systems · Excellent Tyre selectionWide-range gearingBacchetta · Burley · ChallengeGreenspeed · Easy Racers · RANSHP Velotechnik · ICETelephone: 510-522-BENT (2368)1518 Buena Vista Ave.Alameda, CA 94501 USAServing the SF Bay Areaand mail orderE-mail: zakaplan@earthlink.netMarch/April 2005 23

The new optional barsThe Truvativ Rouleur cranksetRIDEStability: The RDX offers good stability. Ididn’t feel as rock solid at high speed as I doon a Gold Rush, but I did like the way the bikehandled. The road feel is not as refined or fluidgraceful, but the bike rides well and doesn’thave any negative handling traits.Performance: The RDX isn’t quite as fastas a Gold Rush. It doesn’t beg for more andoffer the instant acceleration of an Easy RacersLWB, but it’s no slouch either. While I’dlike to say it’s the magic dust sprinkled in thetubes at Easy Racers, it comes down to somethingmore simple — aerodynamics. The RDXhas a wider handlebar stance, and the bikeseems just a bit taller (sorry, no Gold Rush hereat the time). One secret of the Easy Racersbikes is that the Super Zzipper fairing wasdesigned to fit the bike. It fits like a glove.The handlebars tuck your arms and hands insidethe fairing. Not so with the CG RDX (orwith Burleys or others). The hand position iswide, and the fairing is mounted a bit too high.Climbing: The bike climbs well. I went overthe steepest hills in Port Townsend (Cook Avenueand Morgan Hill) with relative ease. Thelow-speed handling is great. I was able to makemy switchbacks climbing at walking speed,perhaps even a bit better than on a Gold Rush.There was no knee interference with the barsduring quick handlebar movements.The biggest downside to the climbing performanceis the RDX’s stock gearing. This bikeis the antithesis of ideal gearing (as per myRCN 079 Gearing Rant). In case you don’trecall: the low and mid-range gears aren’t low24 Recumbent Cyclist NewsThe similar CG LTX comes with a 26/20 wheel combo, fatter tires and disc brakesand is a very good buy.enough. This is what happens when you throwa road triple onto a recumbent that wasn’t designedfor it.The Ride: The CG RDX has a smooth andcompliant ride. It soaks up the bumps seeminglysmoother than a cromoly frame, but alsois stiff enough so that no power is lost. TheCG RDX has a ride much like a Gold Rush.OWNINGUtility: Cycle Genius does not offer a seatbag and there isn’t much room for one betweenthe tall 700c rear wheel and the medium seatback. The bike will accept a standard rear cargorack (and bag) — which adds much moreweight than a seat bag would. There are alsobraze-ons for fenders, a rack and disc brakes.The RDX is not the most ideal LWB commuter/cargohauler.Options & Accessories: The RDX comesdisc-brake ready, has a kickstand mount, twowater-bottle cage mounts (one on the stemriser) and fender mounts. Options from CGinclude Aerospoke wheels ($650), a Greenfieldkickstand ($10), water-bottle cages ($15 each),clipless pedals ($60), fenders ($40) and a repairstand adapter ($30).A fairing can be purchased through CycleGenius. The lower mounts are the V-brake studbolts. The fairing has a custom wheel cut-outfor the front wheel. The upper mounts are T-brackets.Purchase Details: Cycle Genius bikes aresold through dealers only. They are designedto be set up by a dealer and we encourage thisoption. Our test bike was bench-tested inTexas, but required much more adjustmenttime than most test bikes.MARKETThe entry level LWB recumbent market isreally heating up. Buyers in the $900-$1500range have some great choices from Burley,Sun and RANS. The RANS V2 and the Burleymodels are leaders in this segment and are theones to beat. At the moment, the Burley JettCreek, Koosah and the new ’05 models seemto be the new LWB sweethearts. The V2 has amore aggressive style with its higher bottombracket. The Sun EZ Sport AX has cruiser styling,but is not as performance oriented and thebuild details are not as refined as the Burley. Ifound the RDX to be faster than our recent Sunand Burley LWB recumbents, but not as fastas any of our recent Easy Racers or RANS V2Formula.The Sun, RANS and Cycle Genius LWBmodels are more refined than the model fromBurley, however, the Burley models have a thatsweet and simple “Z” frame that is made inthe USA frame.The LTX model has the same aluminumframe, but comes with a chromoly fork and26/20” wheels. It has a SRAM 5.0/X.7 24-speed drive train, Truvativ Touro cranks andTektro disc brakes. It comes in Silver or Tequila(an odd green color which I liked) and isa great buy at $1049. The LTX comes withequally poor gearing, a rather high-gearedtriple with 27-118 gear inches. This is just toohigh for a recreational/entry level LWB.VERDICTCycle Genius bikes all have some unique(some might say odd) design features. TheRDX/LTX models are no exception. There arelots of tubes, some bent, some straight, somelarge, some small, some round, some square. Ididn’t find the aesthetics particularly pleasing,but some riders really liked the unique look.The component specs are mostly good forthis bargain price, but if you are over 200pounds or ride hard, I might be concernedabout this wheelset. Our only other concern isthe noisy chain idler. If you don’t like the noise,just don’t use it.The CG RDX is a terrific bargain in a performanceLWB OSS recumbent and a fineriding and performing recumbent. I rode thewheels off this test bike during the summer of2004 and enjoyed every ride. The bike is fast,handles well, and feels good. The reasonableprice should also put a smile on every buyer’sface. This is truly a decent performance LWBrecumbent — perhaps a poor-man’s GoldRush. It even has a few upgrades that the GoldRush doesn’t offer (disc brake compatibilityand an aluminum fork). ◆

Now I Know Jack (knife)By Tom Beuligmannbikemann42@shawneelink.netThere is a type of recumbent that provides the answers to nearly all of theshortfalls of the crop of reclining bikesavailable today. Just name the issues that confrontyou while considering a recumbent design:Seat height and recline angle, crankheight, wheel base length, even chain line,handlebar placement, utility or sport usage.This radical type of bike cures all the issues . .. Well, maybe all the issues. Oh, one otherproblem. You can’t buy one.I have been involved in some fashion withrecumbents for over 22 years. Whether riding,building, evangelizing or selling, I have doneit all. Like many RCN readers, my brain startsclicking every time a new model is introduced.I have designed and built many of my ownrecumbents and, like many of you, I can’t settleon a single favorite design. Therefore, I createsomething radically different with each build,never refining an existing model. Like recumbentmanufacturers must do, I lament the designcompromises before settling on a format.SWB or LWB, high bottom bracket (BB) orlow, chain idlers here, or there, rear wheel driveor … front wheel drive (FWD)?!Yes, I know, almost nobody makes FWD,and definitely not the funky pivoting boomtype. I had to find out why. After all, they couldhave some terrific advantages. Over the spanof several months, I built and learned to ridemy home-built pivoting boom front wheeldrive recumbent (PBFWD) I call Jackknife.The author and JackHere is my experience:Why?Even during the 14 years I sold recumbents,I always had to settle for a bike that wasn’texactly what I preferred. I loved the Tour EasyErgo, but I couldn’t fit my 49” X-seam on thelargest frame. A custom frame would have putthe wheel base well over 70”. My Rocket andV-Rex were great, but the seats were so farback that I could easily do wheelies, and Ididn’t like the “begging hamster” arm position.I had built a couple of extended SWBs,but I really didn’t nail the design, and I wasbeginning to prefer a lower bottom bracket. Icontemplated another SWB, and even startedto build one with a low BB, but the chain managementwas a nightmare. The FWD formatseemed to address all these issues.HistoryBefore you write off the concept of frontwheel drive, consider this; The very first bicycleto have pedals was…you guessed it –the front wheel drive Velocipede. That was in1861. The Penny-Farthing, or Ordinary bicycle,popular until the 1890’s was also aFWD. Don’t think for a minute that those highwheeledbikes weren’t intimidating to learn toride. Yet folks of that era flocked to ridingschools to have an instructor teach them tomaster it. Chances are your first ride as a childwas a tricycle; also FWD. Torque steer probablydidn’t deter you from riding that littlevehicle of independence.I remember when I first began riding seriouslyas an adult in the ‘70’s (that’s nineteen70’s!), the only “real” bikes had drop handlebarsand lugged steel frames. The brand nameof your steed had to end in an “I” and the componentbrand had to end in “O”. Narrowmindedcycling snobs would never have consideredany other kind of bike. I credit themountain bike boom for opening the door toradical new designs. Suddenly, any frame materialor type of construction was okay. Innovationswere pouring out of bike designers’minds.Before you think I’ve diverged too far, letme make my point. Most “innovations” in cyclingare not new. They were tried long agoand have just been repackaged for modernman. FWD is no exception. The package mayhave changed slightly, but the concept is triedand true. Why not keep with the innovativetrend that started with ATB’s and helped leadto recumbent popularity? To write off FWDas hype would be to cheat yourself out of aneat experience.The pivoting boom front wheel drive recumbentwas not a new concept for me. Havingattended Midwest HPV events for severalyears, I had seen all manner of home-built creations.I have photos of Sean Costin on aPBFWD scrapped out of old frames and conduit.I visited Tom Traylor’s web site (listedbelow) and checked out his keen compositePBFWD’s, including a 2WD back-to-back tandem.I even saw articles on Bill Patterson’sFWD two-wheel-drive tandem.Tom Traylor has to be The FWD Guru as heclaims more miles aboard them than just aboutanyone. One look at his web site and I doubtyou would argue. If Tom’s wife, Sima, has over15,000 backwards miles on their tandem, hemust have many more than that on his singles.Traylor build his first FWD in 1979, and wasissued a patent on the drive design in 1982.He still sells plans for that bike. Tom boastssuperior climbing and sprinting for this design,too. Given his two decades of experience andhis racing record, I am not willing to arguethose claims. Both Traylor and Patterson claimno hands riding on their bikes. I had to try toexperience this, though I was somewhat skepticalbecause I could not do it for any distanceon any other ‘bent I’ve ridden.The BuildThis was going to be the easy part comparedto other bikes I built. This style of bike caneasily be done by copping the drive end froman old 10-speed, and that is just what I did.This is the beauty of it… short chain, standardparts, no idlers and no alignment or fabricationhassles. A hacksaw is about all that’s required.Just cut away the front half of the diamond,leaving enough top tube to clamp a stemMarch/April 2005 25

to. The back half of the bike required more fabrication, but less than aRWD would have. I recycled the stays from a RANS Response andattached them to a cromoly main tube that was bent up at the tail like aBarcroft frame. I brazed a head tube onto the front of this assembly,and it pivots over a modified (widened) 20” fork. The rear frame assemblypiggybacks the 10-speed drive unit via stub axles brazed to therear (now front) dropouts. Using the existing seat post from the scrappedframe and adding a stem extender to the rear frame gave me the attachingpoints to secure the frame halves together. I used 1” x 1/4” aluminumstrap to attach the post to the stem extender, connecting the framesections. A series of holes drilled in the strap allowed for adjustment.What adjustment, you say? Well this dude has an adjustable BBheight, and this feature, by the way it’s executed, allows the bike frameto be separated for hauling or storage. I simply detach the rear brakewire from the Odyssey A-brakes (no tools needed), and loosen threescrews. The bike is halved with only one socket wrench in less than aminute. I remove the seat for an even smaller package. Oh yes, theseat. I found early in my building career that making a good seat washarder than making the whole rest of the bike. Buy a good seat, period.Getting back to the BB adjustment, just select a hole in the aluminumstrap, rotate the whole drive unit up or down, and replace the boltinto the strap/seat post. This yields about four inches of BB adjustment,from 14.5 to 18.5”, and could be even more with holes added.This, combined with seat, handlebar and stem adjustment can tune fit,ergo or weight distribution. You must be careful to keep some weighton the front wheel or take-offs on grass or loose surfaces will causewheel slippage.A side benefit of the PBFWD design is foldability, sort of. It is itsown kickstand. Just flip the front end around and it rests on the pedalor chain ring and the tires. Seems fitting to name this bike “Jackknife”.Finally, The Ride!It took me over two years to learn to ride this bike! Not really. It wasactually over two years from the time I built it to the time I committedmyself to learning to ride it. After my initial parking lot trials, I waspretty sure I had wasted my time and money, so I stored it away forsomeday. Someday finally came this spring. I dusted Jackknife off andclumsily weaved around a parking lot near home. I spent an hour starting,stopping, trying to hold a line and negotiating a series of poles atthe lot edge like a chicane. It was slowly coming to me, though myarms and legs were fighting each other, and my legs always won. Itwas as if my arms were desperately trying to do what they’re trainedfor (steer), but they must overcome a huge steering damper (my legs).This slows steering inputs, making fast direction changes tough.Over time, my limbs quit fighting and reversed roles. My legs beganto steer and my arms became the dampers. At the end of the first hour,I was confident enough to slowly, tentatively cruise the ‘hood. Thenext day I was confident enough to ride fifteen miles to a friend’s house.I was starting to see the possibilities, but still skeptical. I was anxiousto ride with my friends to compare performance. I got my chance onFather’s Day.I had the BB set in the lowest position, and the performance wasabout what I expected. I had no problem cruising and climbing withmy riding partners, but they slightly out coasted me on the downhill,the reverse of the usual since I outweigh them. My buddies ride twoSWB’s and one diamond frame bike. I did notice some “recumbutt” atabout 20-25 miles. No problem, I just raised the BB and reclined theseat. Or, maybe I could adapt to the vertical position and mount mySuper Zzipper to add speed. Imagine that, a SWB that sits like a TourEasy and has a full fairing. For then, I settled for the BB adjustmentand went again after my Sunday ride. I put the cranks all the way upand everything seemed to fall into place. I was suddenly smoother andmore confident, so I thought. Later rides would show that it was notthe adjustment, but maybe my relaxed state, riding alone slowly thatmade it seem so easy. On later rides, I returned to my smoother form,but even after my learning curve flattened, I doubted I would ever rideno hands… but I DID! It was never really my goal, but at some point,maybe 50 miles or so, I realized my hands were not pulling at the barsany more. Five minutes later I could hold a straight line steering onlywith my feet!Looking back now with about 300 miles on Jackknife, it wasn’t thattough to learn to ride. I still wouldn’t say I can handle it as precisely asmy other ‘bents or an upright, but maybe 90% as well. Yet, I still canhold a line better than most folks I see on organized rides. By comparison,it took me five to ten hours to learn to ride a unicycle, and I didthat at 35 years old, nearly ten years ago. Maybe my gray matter is stillflexible.PerformanceThe above word has little relevance to my riding in recent years interms of speed, so I will avoid comparison to my riding partners orother bike types. I will say that based on ME compared to ME, thisbike shows potential. Why shouldn’t it be fast? It could resolve someof the issues associated with recumbents such as inefficient drive trains,and the inability to involve your upper body when sprinting or climbing.Plus, aerodynamics is completely at the designer’s disposal. Anyseat height, BB height or handle bar configuration is possible withoutcomplicated chain management. Tom Traylor even has aero triathlonbars on his bikes, pushing the wind away from his chest. Dual 700c or650 wheels might even be used, but with a lower seat height than currenthigh racers.ComfortAs I stated earlier, I don’t prefer the hand position that many SWB’srequire. There are two popular positions; hands above knee tops (“begginghamster”), and hands along-side the knees, elbows straight (“Superman”).Jackknife’s wide swept-back alloy bars put the grips withineasy reach beside the legs. This may not be the ultimate in aero, but forme it is the ultimate in comfort. The Ahead style stem I have installedcan be moved along the top tube, or can be flipped to adjust the fit foreand aft. The stem length could be changed to adjust bar height. Otherwise,there’s not much to say here that differs from experiences withother recumbents. It’s mainly about the seat and personal preference.For me, a reclined seat and mid-height BB is best. A person learning toride a PBFWD may experience hand and arm fatigue at first, but experienceshould minimize that. I suppose the pivoting pedals could causesome knee problems, but so far, that has not aggravated my alreadydamaged knees. More input is needed from multiple riders to form aconsensus here.SafetyThe safety of this design is somewhat unknown compared to other26 Recumbent Cyclist News

ike types. It largely depends on rider reflexes,but this bike adds other dimensions. Mine isrock solid at speed, but low speed maneuverstake practice. Bumps large enough to launchthe front wheel can be precarious becausepedal steer can throw you off line. It’s best topause pedaling over big bumps. I did attemptsome rear wheel skids by locking the rearbrake. They were manageable. I have caughtthe road edge a couple of times, but I was ableto recover without a fall. Since the wheel thatdrives also steers, loose surfaces should be traversedwith care. I did almost fall starting offwhen the wheel slipped in a grassy driveway.Only time and the experience of many riderswill bear out the safety of this recumbent design.It sounds awful to say it, but more crashesare needed to know. The (non)-safety recordsof the Ordinary and Safety bikes are well documented,but we are just starting to get a snapshotof the types of injuries associated withthe recumbent riding position. Reference theletters to RCN about hip and leg injuries fromleg suck, and then weigh that against head andshoulder injuries common with upright bikes.Possible injuries with a pivoting front end arestill unknown.Versatility/ViabilityThis design format is exciting to me. I planto continue riding Jackknife as my primarybike for the foreseeable future. Imagine theflexibility of the design. With no chain passingunder the seat, you could carry cargo there,or just make the seat as low as you want. Youcould use the same drive unit to pull a trike,bike or cargo bed rear end. Why not make itconvertible to a tandem with completely separatedrivetrains? Consider electric assist to therear wheel and a battery under the seat. Imaginethe easy application of a no-pogo swingarm suspension front and rear. The design iswide open and limited only to your imagination.All you have to do is commit to a longerlearning curve. After all, it took you longer thanan hour to learn to ride your first bike, right?Wasn’t it worth it?• Eliminates the Dead Spots• Climb Easier & Faster• Healthy Knees• Accelerate Better• Constant Power to Rear Wheel• Faster Cardio Vascular Recovery• Higher Cruising & Top Speed• Easy to Fit on All Recumbents & Uprights• 100% Satisfaction Money Back GuaranteeRotor USAPO Box 4828, Breckenridge, CO 80424Tel.(970) 389-7082 or (970) 453-2989Just Do ItSome RCN readers may have seen scarystuff on the Internet about bikes such as theFlevobike FWD being very difficult to ride. Iwould classify bikes of this type as articulated(hinged in the middle), and not comparable intype or learning difficulty to PBFWD. It hasbeen described as unstable at higher speeds.I highly recommend buying the Traylorplans and building this bike yourself. Most ofus have a donor bike hanging from the garageceiling. If your fabrication resources are verylimited, you may even be able to use a 20”BMX frame for the rear section of the bike.That wouldn’t allow a very low seat, but if youmodify the fork to have a heavy dose of trail,it should handle okay. Your first attempt maynot yield a great bike, but it should prove outthe design at a minimal cost. If you stick tothe building plans and commit to the learning,you will be rewarded. I do guarantee onething…the grin you had from your first recumbentride will return. ◆SpecsBike: SWB FWD OSS,w/pivoting boomFrame: CromolySeat: RANSWheels: 20”Wheelbase: 41.25”Weight: 31 lbs.Seat Height: 20”BB Height: 14.5 – 18.5” (adjustable)More FWD infoTom Traylor’s bikes, photos, planshttp://traylorfwd.home.mindspring.comFWD utility vehicleshttp://members.efn.org/~cat/html/trihaul.htmhttp://www.organicengines.com/Index.htmTom Beuligmann of Mt. Carmel, IL. ownedTom’s Bike Annex (1988-2002) and soldrecumbents from 1991-2002. He bought hisfirst bike in 1982, an Infinity that he saw inthe Bike Warehouse (now Bike Nashbar) catalog.He has designed and built at least 10recumbents.DealerInquiries Invitedwww.rotorbike.comCoventry Cycle WorksOregon’s Recumbent Headquarters• Easy Racers• Bacchetta• Sun• Burley• RANS• Big Cat• Haluzak2025 SE Hawthorne, Portland, Oregon 97214Tel. 503/230-7723 www.coventrycycle.comMarch/April 2005 27

Letters 2005 Continued from page 7I am looking for advice from you o whatrecumbent can climb best and is fast and stablewithout a twitchy front end. I’m selling myLemond racer for the ultimate recumbent.Edward KemenaEditor Comments: What makes a good climberis a light and efficient bicycle that you are comfortableon. Most performance oriented cycliststhese days would probably sat that is alightweight highracer, such as a BacchettaAero, Volae or RANS Force 5. These are tallbikes with reclined seats and high bottombrackets. I would agree that they are goodclimbers, but they are road performance bikesand may not be the best for all around rides,touring, commuting, etc.Before highracers came along, bikes like theLightning P-38 and RANS V--Rex were consideredgood climbers. I climbed the Rockieson a V-Rex and would agree that it is a fineclimber. I would choose one over a highracer,though I believe the highracer is probablyfaster.The Easy Racer Gold Rush Replica andTiRush are fine climbers. They probably offerthe best mix of performance, user-friendliness,high speed handling and stability. They arealso fine all arounders (your, commute, clubrides).I suggest reading all you can on the bikesthat make your list and then ride several beforeyou spend your money. ◆. . . Safety by continued from page 21booklet has sold 300,000 copies. Clubs and organizationscan purchase the book in bulk atreasonable prices. You can also buy a singlecopy online at: www.tamassee.com or you canread it online at: www.bikexprt.com/streetsmarts/index.htm.2 SEAT BIKEDRIVES LIKE A CAR• Easy to Pedal• Multi-Speed• 1, 2 & 4 Seaters• Optional Electric MotorFREE BROCHURE1-800-974-6233 Ext. 16186 • www.4wc.com/#16186Dept. 16186 • 125 Rhoades LaneHendersonville, Tennessee 37075www.bicyclesafe.comwww.commuterbicycle.comwww.bicyclecommuter.comwww.bikeforums.net (active commuter thread)www.bikeleague.orgwww.urbancycling.com (Mike Librik and AmyBabich from Easy Street Recumbents teach acourse in the Austin, TX area.)EASY RIDERS RECUMBENT CLUB MAGAZINETo order a sample issue, or tosubscribe: www.geocities.com/e_r_r_c or sample copy $5 to:Connie McAyeal, PO Box 1688,North Plains, OR 97133-1688BooksBicycling Street Smarts (see above)Urban Bikers’ Tricks & Tips by DaveGlowacz: This is a good-natured graphicallyorientedbook that is a really fun read and willhelp you select a bike, fix your bike, and rideyour bike. The book is full of tricks and tips.This is a must read.The Art of Urban Cycling: Lessons fromthe Street, by Robert HurstThis is a book of essays about urban cyclingand the like. I was somewhat disappointed withthis book until I got to the Beyond VehicularCycling chapter which really empowered meand my own urban cycling style. These chapterswere worth the cost of the book. ◆Atlantic Bicycle is one of the east’s largest recumbent dealersoffering models from RANS, Haluzak, Lightning, Easy Racers,Burley, Sun and others.6350 West Atlantic Blvdin Margate, Florida(near Ft. Lauderdale)www.atlanticbicycle.com888-41-BENTS or 954-971-9590Bike Technology FromA Different AngleStock and Custom Spec’ed RecumbentBikes, Trikes and Tandems!Bacchetta• Bacchetta• Easy Racers• RANS• HP Velo• Vision• Greenspeed• Haluzak• Quadraped• mC2• Altitude• Tandems• Aerotrunks• Bags• AccessoriesCALL 800-793-3038www.angletechcycles.com28 Recumbent Cyclist News

RCN CalendarThe Bike Center Recumbent RallyApril 17th — St. Louis, MissouriContact: www.bikecenterstl.comSmell The Roses RideApril 24 — Portland, Oregon11:00 AM - Slow pace, 12 mi., Lunch stopContact: Connie McAyeal ohyesbent@hotmail.comWasco Wild West 75 Mile Recumbent RaceMay 7 — The Dalles, Oregon$2000 Cash Prizes, $75 entry feeContact: Clay Smith email: clayrace16@yahoo.comor Tel. 541-296-1314Michigan Recumbent Rally EastMay 7 — Southeast MichiganDisplays, dealers, test rides. 9am - 3pm, WillowMetropark pool shelter (southeast Michigan area).www.wolverbents.org, wolverbob@cs.com or Tel.734-487-9058Michigan HPV RallyJune 11-12 — North DetroitTime trials, hill-climb/coast-down, practical vehicle,camping. N. Detroit area. www.mhpva.org,wkiehler@ comcast.net or 313/884-0109Michigan Recumbent Rally CentralJune 25 — Lansing, MichiganRecumbent/hpv gathering. 10am - 3pm.www.wolverbents.org, wolverbob@ cs.com or 734/487-9058Bentrideronline RallyAugust — New York Statewww.bentrideronline.com12th Annual Midwest Recumbent RallyAugust 12-14 — Stevens Point, MichiganContact: www.hostel shoppe.com/recumbent_rally.phpRecumbent RetreatAugust 19-21 — Warrenton, Oregon(Camp sites avail. Aug. 15-21) Ft. Stevens St. ParkPremier Recumbent Event on the West Coast!www.recumbentretreat.orgMidwest Tandem Rally 2005Sept. 2-5 — Grand Rapids, MichiganGreat Lakes, Great Times, Grand Rapids! Hostedby the MUTS www.cmiregistration.com/user/splash.jxp?org=441Michigan Recumbent Rally WestSeptember 10 — Hastings, MichiganDisplays, socializing, ride options. 10am - 3pm.www.wolver bents.org, wolverbob@cs.com or 734/487-9058Fall Recumbent RendezvousSeptember 17 — North Detroit, MichiganStony Creek Metropark Eastwood Beach shelter.Test rides, group rides, display. 9am-3pm.www.wolverbents.org, wolverbob@cs.com or 734/487-9058New England Velomobile/HPV RallyOctober 8 — Northampton, Massachusettswww.velomobiles.netPlanning an event?bob@recumbentcyclistnews. com.Recumbent Specialistfor over 10 yearsCome to our Recumbent RallyApril 17, 2005• Burley• Bacchetta• Sun• RANS• Cycle Genius• Lightning• Catrike• Greenspeed12011 Manchester RoadSt. Louis, Missouri 63131Tel. 314-965-1444www.bikecenterstl.comHIGHLY IMPACT RESISTANTFACTORY DIRECT:as low as $109.Reinforced Handholds"Anti-Drift" H-DESIGNStrap System•Designed to Last For Years •All Parts Replaceable•Optional Wheel Caddy Kit as Low as $35.Fits All Adult and BMX Bikes • Meets UPS/Airline SpecsAll Models Collapsible For Easy Storage3 OPTIONS: Pro-1: Double-wall Corrugated Bike Box - $109.Pro-XLC: CORR-X® (High Density Polyethylene) Bike Box - $159.OUR BEST SELLERPro-XL-RC: Recumbent Box (h.d.p.). Fits BIKE E Models FX, AT,CT & NX5.0. Can accept VISION/RANS short wheelbase w/o seat - $159.Ask about our TANDEM BOXESThe smart way todrive your bikeInfos:schlumpf innovations gmbhCH-7324 Vilters/SwitzerlandTel. +41 81 723 80 09Fax +41 81 723 83 64www.schlumpf.chIntroducing the $999.99 2004 LTXQuality Recumbents from $449.99866-901-2453 (BIKE)www.cyclegenius.comMarch/April 2005 29

Classified Ads RCNTandems For SaleFOR SALE: 2000 BikeE E2 TANDEM, Good condition,blue, fenders, mirror, all factory upgrades. $1,000 +shipping (originally cost $2,690). gerryrf@hotmail.com (Seattle, WA/088)---------------------------------------------------------------------FOR SALE: 2003 CUSTOM BORTHWICK recumbenttandem. Easy Racer handlebars, Phil Wood hubs,RANS seats, Sram 9.0 shifting. $2495. Call forphotos.Tel. 641-236-0968 (087).LWB For SaleFOR SALE: "Gold" Easy Racers/Angletech GoldRush, large, 99 w/02 upgrades: fairing, XTR cranks,11-34 gearing, RANS seat, HED/Rolf whls, extras$3,000 bob@themeierhans.com 630-557-2575. (087)Racks For SaleFOR SALE: SPORTWORK BIKE RACK for tworecumbents. Now fits 2 Vision bents but can beadjusted to fit other bikes. Excellent condition. $175 +shipping. sjco@comcast.net or 904 249-7576 (087)Recumbent WantedANXIOUSLY NEEDED: LWB low BB, triangulatedframe bike (RANS, Easy Racer, Lightfoot, etc.) I makeart, must barter, see website: funnyfarmart.com. JohnLindsey, email: jawnn.geo@yahoo.com (087)Bacchetta • Catrike,New LocationMaxarya • Greenspeed,7828 Balboa Ave. Sun • RANS • HP VeloVan Nuys, CA 91408 Optima • Burley • Reynoldswww.bentupcycles.com Velocraft & AccessoriesHand built inthe UKRecumbents from:• Bacchetta• RANS• Easy Racers• HP VelotechnikBent Up CyclesFor All Things Recumbentwww.ice.hpv.co.ukThe Bike RackLet us build the recumbent of your dreams• Burley• Haluzak• Penninger• ICE TriceSWB For SaleFOR SALE: 2005 BACCHETTA GIRO 26. Blue, fits 6’rider, $1195. 360-379-5607 or bob@recumbentcyclistnews.com (WA/088)---------------------------------------------------------------------FOR SALE: 2004 BACCHETTA BASSO. Cadencecomputer, 11-34 rear cass. (+ stock 12-27).400 miles.Exc. cond. Riders

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POSTMASTER: CHANGE SERVICE REQUESTEDRecumbentC y c l i s t NewsPO Box 2048Port Townsend, WA 98368 USAPRSRT STDU.S. POSTAGE PAIDPLATTSBURGH, NY 12901PERMIT #148RCN 087